8168 - Aircraft Operations - Flight Procedures (Vol III)

PROCEDURES
for
AIR NAVIGATION SERVICES
THIRD EDITION - 1971
This edition incorporates all amendments approved b y

the Council prior to 20 March 1971 and supersedes,
on 6 January 1972, all previous editions of
PANS-OPS (DOC 8168-OPS/611)
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'
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PROCEDURES
for
AIR NAVIGATION SERVICES
A1,RCRAFT O P E R A T I O N S
THIRD EDITION
- 1971
This edition incorporates all amendments approved by

the Council prior to 20 March 1971 and supersedes,
on 6 January 1972, all previous editions of
PANS-OPS (DOC 8168-OPS/611)
AMENDMENTS
The issue of amendments is announced regularly in the ICAO
Bulletin, which holders of this publication should consult. The
space below is provided to keep a record of such amendments.
RECORDS OF AMENDMENTS- . .-AND CORRIGENDA

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AMENDMENTS
No.
Date
Applicable
CORRIGENDA
Date
entered
Entered
by
No.
Date
Applicable
Date
entered
Entered
by
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1-8
6/1/72
6/9/71
ICAO
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PROCEDURES' FOR AIR NAVIGATION SERVICES

AIRCRAFT OPERATIONS
TABLE OF CONTENTS
FOREWORD
PaRe
......................................
................
C h a p t e r 1.. Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.1.. 1 n - F l i g h i P r o c e d u r e s . . . . . . . . . . . . . . . . . . . . .
PART I1
..
Holding and Approach-to-Land
Procedures
.. H o l d i n g A r e a s . . . . . . . . . . . . . . . . . . . . . . . . .
C h a p t e r 2 . .I n s t r u m e n t Approach Systems and Aids .
P r o c e d u r e s and O b s t a c l e C l e a r a n c e s . . . . . . . . . . . . . .
1.2
............................
Landing System) .Category I
operations . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.1. .P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . .
2.2.2. .Defined A r e a s and O b s t a c l e C l e a r a n c e s . . . . . . . . .
2.1.
2.2.
.G e n e r a l
.ILS ( I n s t r u m e n t
2.3.
.ILS
( I n s t r u m e n t Landing System)
Operations
2.3.1.
2.3.2.
2.4.
2.5.
I1
. . . . . . . . . .. . .. .. .. :. .. .. ..
.P r o c e d u r e s .G e n e r a l
.Def iried A r e a s and O b s t a c l e
.S p e c i a l
Clearances
-;
P r o c e d u r e s . Areas and O b s t a c l e
C l e a r a n c e s .P r e c i s i o n Aids
.................
.............
2.4.1.
.ILS
.Radar
..............
.P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . .
.Defined A r e a s and O b s t a c l e L l e a r a n c e s . . . . . . . . .
2.5.1.
2.5.2.
2.5.3.
2.6.
.Category
..........................
with Glide Path Inoperative
( S u r v e i l l a n c e Radar and PAR)
.S p e c i a l
P r o c e d u r e s . Areas and O b s t a c l e
Clearances
.VOR (VHF
......................
O m n i d i r e c t i o n a l Radio Range) .
P r o c e d u r e "A"
2.6.1.
2.6.2.
(Doc 8168-OPS/o11/3)
........................
.P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . .
.Defined A r e a s and O b s t a c l e C l e a r a n c e s . . . . . . . . .
(vii)
(iv
Procedures
.A i r c r a f t
Operations
P
.
.
.V09
(VHP O m n i d i r e c t i o n a l Radio Range)

P r o c e d u r e "B"
2.7.
2.8.
.Non-Directional
2.9.
2.9.1.
2.9.2.
.D/F
2.10.
2.10.1.
2.10.2.
..
.P r o c e d u r e
"B"
.........
..................
Clearances . . . . . . . . .
(Direction Finding) F a c i l i t y . . . . . . . . . . . . . . .
.P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . .
.D e f i n e d Areas and O b s t a c l e C l e a r a n c e s . . . . . . . . .
- F r o c e d u r e s .G e n e r a l
.D e f i n e d Areas and O b s t a c l e
..
.Two
NDBs
.Defined
2-45
2-46
2-50
2-50
2-50
2-54
2-54
2-55
2-59
2-59
2-60
2-65
. . . . . . . . . . . . . . .. .. .. .. .. .. .. .. ..
2-65
2-66
Areas and O b s t a c l e C l e a r a n c e s
......
.........................
..................
V i s u a l Manoeuvring i n t h e V i c i n i t y of an Aerodrome
.Defined
.Minimum
2-45
...............
.......
P r o c e d u r e s . A r e a s and O b s t a c l e C l e a r a n c e
Non-Precision Aids
2.11.1.
2.11.2.
3.1.
3.2.
Radio Beacon
.S p e c i a l
2.11.
Chapter 3
........................
2.7.2. .Defined Areas and O b s t a c l e C l e a r a n c e s . . . . . . . . .
.Non-Directional Radio Beacon .P r o c e d u r e "A" . . . . . . . . .
2.8.2. .Defined Areas and O b s t a c l e C l e a r a n c e s . . . . . . . . .
Areas
Obstacle Clearance
2-70
2-70
2-70
.....................
I n t r o d u c t o r y Note . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C h a p t e r 1.. B a s i c Requirements . . . . . . . . . . . . . . . . . . . . . .
3-1
................
.
.
.
...............
....................
3-2
3-2
3-2
PART 111
Altimeter S e t t i n g Procedures
1.1.1.
1.1.2.
1.1.3.
1.1.4.
1
...
.System
of F l i g h t L e v e l s
Altitude
.T r a n s i t i o n L e v e l
.T r a n s i t i o n from F l i g h t L e v e l s t o A l t i t u d e s
andviceversa
.T r a n s i t i o n
Take-off
1.3.1.
1.3.2.
and Climb
....................
......................
.V e r t i c a l S e p a r a t i o n
.T e r r a i n C l e a r a n c e
1.. . . - M i s s e d A p p r o a c h .
..................
...................
.......................
3-1
3-2
3-3
3-3
3-3
3-3
3-4
Table of C o n t e n t s
Chapter 2.
(v)
P r o c e d u r e s A p p l i c a b l e t o O p e r a t o r s and P i l o t s
..........
2.2.
- F l i g h t Planning . . . . . . . . . . . . . . . . . . . . . . . .
- P r e - F l i g h t O p e r a t i o n a l ' ~ e s t. . . . . . I . . . . . . . . . . .
2.3.
- Take-off
2.1.
and Climb
......................
. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
2.5. - Approach and Landing . . . . . . . . . . . . . . . . . . . . .
2.6.. - Missed Approach . . . . . . . . . . . . . . . . . . . . . . . .
PART I V . - M e t e o r o l o g i c a l I n f o r m a t i o n f o r F l i g h t O p e r a t i o n s . . . . . . . . . . .
PART V. - Secondary S u r v e i l l a n c e Radar (SSR) Transponder
Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . .
2.4.1.
2.4.2.
- Vertical
-
Separation
T e r r a i n Clearance
ATTACHMENTS TO PANS-OPS
A p p l i c a t i o n of t h e O b s t r u c t i o n C l e a r a n c e S u r f a c e (OCS)
Attachment A.
and D e t e r m i n a t i o n of O b s t a c l e C l e a r a n c e L i m i t (OCL)
.............
1. - O b s t a c l e C l e a r a n c e L i m i t f o r F i n a l Approach . . . . . . . . . . . . . .
2 , - O b s t a c l e C l e a r a n c e L i m i t f o r Missed Approach . . . . . . . . . . . . .
3. - Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
-
Assumptions of a T e c h n i c a l C h a r a c t e r on which t h e
Attachment B.
ILS O b s t a c l e C l e a r a n c e S p e c i f i c a t i o n s a r e Based
..............
...........................
. .. .. .. .. .. .. .. .. ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Attachment C. - Guidance M a t e r i a l R e l a t e d t o t h e Holding P r o c e d u r e s ,
PANS-OPS, Chapter 1, P a r t I1 . . . . . . . . . . . . . . . . . . . . . . . .
1.-Signalsinspace
2.
A i r c r a f t Receiver Variables
3. - The E f f e c t of Beam Bends
4. - Lowest Approach Angles a t 2-1.12 Dot Ply-up
1.
2.
3.
D e t e r m i n a t i o n of A d d i t i o n a l O b s t a c l e C l e a r a n c e Requirements
f o r Minimum Holding L e v e l s i n A r e a s of High T e r r a i n o r i n
Mountainous Areas
C o n s t r u c t i o n of t h e B a s i c Holding Area and t h e A s s o c i a t e d
O m n i d i r e c t i o n a l E n t r y Areas by C a l c u l a t i o n of Boundary P o i n t s
A l t e r n a t i v e C o n s t r u c t i o n of t h e B a s i c Holding Area and t h e
A s s o c i a t e d E n t r y Areas by P l o t t i n g
..........................
....
..................
Procedures
(vi)
- Aircraft
Operat ions
Attachment D . - Guidance Material Related t o Missed Approach

Procedures Involving a Turn
53
Attachment E. - Instrument Approach Procedures Based on a F a c i l i t y

Offset from t h e Runway Centre Line
55
.........................
A.
B.
- Procedure
- Procedure
presented by France
presented by U.S.A.
.......................
.......................
......................
Attachment F. - Ground Exchange of Operational Meteorological

Information
55
59
...................................
61
P R O C E D U R ~ SFOR AIR
AIRCRAFT
NAVIGATIONSER\rI.CES.
ODERATIONS
FOREWORD
. , .
. .
The "Procedures f o r A i r ~ a v i g a t i o nS e r v i c e s - . A i r c r a f t O p e r a t i o n s " (PANS-OPS) c o n t a i n
s e p a r a t e p r o c e d u r e s , f o r oldi in^ and Approach-to-Land, P a r t '11, and f o r A l t i m e t e r S e t t i n g ,
P a r t III. Each p r o c e d u r e was developed s e p a r a t e l y a s a n i n d i v i d u a l p r o j e c t and t h e . two
were l a t e r brought t o g e t h e r t o form t h e c u r r e n t ' s i n g r e document (PANS-OPS) a s a r e s u l t of
a c t i o n by t h e Counci1,of ICAO a t t h e S,ixth Meeting of i t s F o r t y - t h i r d S e s s i o n on 26 J u n e
1961. T h i s was done w i t h , a , view t o d e v e l o p i n g a document t h a t would . p r e s e n t o v e r a l l c o v e r age o f o p e r a t i o n a l - p r a c f i c + t h a t a r e beyond t h e scope of Sta.ndards and -Recommended Pract i c e s b u t w i t h r e s p e c t. .to. which a measure of i n t e r n a . t i o n a 1 u n i f o r m i t y is d e s i r a b l e . . '
. .
. .
... . .
..
The F i r s t ~ d i t i o no...t h e PANS-OPS was made a p p l i c a b l e on 1 October 1961. I n i n c o r pora t e d . i n o n e ' document : .
Holding and
~pproacii-to- and
Procedures
The "Procedures f o r A i r N a v i g a t i o n S e r v i c e s
Holding and Approach-to-Land"
(PANS-HAL) ,
p r e v i o u s l y t i t l e d " ~ r o c e d u r e sf o r A i r N a v i g a t i o n S e r v i c e s - ~ n s t r u m e n t ~ : ~ ~ ~ r o a c h - t o ~ ~ a n d " . .
(PANS-IAL) were developed by t h e O p e r a t i o n s D i v i s i o n a t i t s T h i r d s e s s i o n (Montreal,
8 February .- 13 March 1949). , A s u b s t a n t i a l ...measure of agreement was r e a c h e d o n b o t h t h e
p r i n c i p l e s and t h e s p e c i f i c a t i o n s 4 . Some minor amendments were made by t h e A i r N a v i g a t i o n
Commission, b o t h d u r i n g i t s review o f . t h e r e c o m e n d a r i o n s of t h e D i v i s i o n and a f t e r . an , examination of t h e c o m e n t s of ,,Con.tract i n g S t a t e s , i n o r d e r t o s i m p l i f y t h e . p r e s e n t a t i o n
or t o ' clarify the intent.
The c o u n c i l c o n s i d e r e d t h a t t h e s e p r o c e d u r e s were a s t e p tbward s t a n d a r d i z a t i o n b u t
r e a l i z e d t h a t amendments may. be n e c e s s a r y from t i m e t o t i m e based- on- e x p e r i e n c e g a i n e d i n
t h e i r a p p l i c a t i o n . The C o u n c i l t h e r e f o r e a t t h e S i x t h . M e e t i n g of i t s T w e l f t h S e s s i o n on
27 J a n u a r y 1951 approved t h e i r i s s u a n c e , a s a g e n e r a l g u i d e t o b e a p p l i e d ' t o t h e f u l l e s t
p r a c t i c a b l e e x t e n t , i n d i c a t , i n g t h a t t h e u s e of t h e t e r m " s h a l l " i n t h e , t e x t does n o t mean
t h a t t h e p r o v i s i o n s concerned a r e i n t e n d e d , , t o be mandatory.
'
The Fourth S e s s i o n of t h e O p e ~ a t i o n sD i v i s i o n ( M o n t r e a l , 27 March.- 27 A p r i l 1951)

reviewed t h e p r o c e d u r e s a s a p p r 0 v e d . b ~C o u n c i l on 27 J a n u a r y 1 9 5 1 , a n d proposed r e v i s i o n s
which, a f t e r review by t h e A i r N a v i g a t i o n Commission, were approved by t h e C o u n c i l of ICAO
a t t h e T w e l f t h Meeting of i t s F o u r t e e n t h S e s s i o n on 4 December 1951. These r e v i s i o m s ,were
i n c o r p o r a t e d i n t h e Second E d i t i o n of Doc 7087-0~S/585.
--
. The F i r s t A i r ~ a v i g a t i o nCqnference , ( M o n t r e a l , - 24 February

24 Mar.ch '1,953). reviewed
t h e p r o c e d u r e s and proposed, i n a d d i t i o n t o s e v e r a l c o m p a r a t i v e l y minor.amendments improving
t h e e x i s t i n g t e x t i n t h e l i g h t of e x p e r i e n c e of the a p p l i c a t i o n of t h e p r o c e d u r e s ; p r o c e - .
d u r e s f o r VOR and PPI Radar Approach and new p r o c e d u r e s , n o t h i t h e r t o c o v e r e d , r e l a t i n g
A f t e r review by t h e
t o t h e h o l d i n g of a i r c r a f t p r i o r t o commencing the. approach-to-land.
A i r Navigation Commission, t h e s e were approved by t h e Council of I C A O a t t h e T h i r t e e n t h
Heeting of i t s T w e n t i e t h S e s s i o n ( P a r t 11) on 8 December 1953 t o b e a p p l i e d a s soon a s
p r a c t i c a b l e b u t n o t l a t e r t h a n 1 September 1954. These amendments were i n c o r p o r a t e d i n
t h e F i r s t E d i t i o n of Doc 7 4 5 8 - 0 ~ ~ / 6 1 0 .
(Doc 8168-OPS/611/3)
(viii)
'
Procedures
- A i r c r a f t Operations
The Second A i r N a v i g a t i o n Conference (Montreal, August - September 1955) completely

reviewed t h e p r o c e d u r e s and made recommendations f o r e x t e n s i v e amendments, i n c l u d i n g comp l e t e r e v i s i o n of t h e PANS-HAL i n a new format t o make t h e document more r e a d i l y u s a b l e .
A f t e r review by t h e A i r N a v i g a t i o n Comqission i n c o n s u l t a t i o n w i t h S t a t e s , t h e r e v i s e d
t e x t was approved by t h e C o u n c i l of ICAO a t t h e E i g h t h Meeting of i t s Twenty-eighth S e s s i o n
on 1 4 May 1956 t o b e a p p l i e d o n , l December 1956, *he common d a t e of a p p l i c a b i l i t y f o r a l l
Amendments t o Annexes t o t h e Convention and P r o c e d u r e s f o r A i r N a v i g a t i o n S e r v i c e s a r i s i n g
from ' t h e Second A i r N a v i g a t i o n Conference.
As a r e s u l t of c o n s u l t a t i o n w i t h S t a t e s concerning p r o p o s a l s made by c e r t a i n S t a t e s
i n commenting on t h e recommendations made by t h e Second A i r Navigation Conference f o r
amendment of t h e PANS-HAL, t h e A i r Navigation Commission recommended, and t h e Council
..approved a t . t h e Eighth Meeting of i t s T h i r t i e t h S e s s i o n on 1 A p r i l 1957, Amendment 1 t o
, : t h e Second E d i t i o n (1956) c o n t a i n i n g a t w o - f a c i l i t y h o l d i n g p a t t e r n and a formula f o r
d e t e r m i n i n g missed approach o b s t a c l e , c l e a r a n c e l i m i t s . Amendment 1 became a p p l i c a b l e on
.1 December 1957.
.
The S i x t h S e s s i o n of t h e AGA D i v i s i o n (Montreal, March - A p r i l 1957) reviewed t h e
s p e c i f i c a t i o n s c o n t a i n e d i n PANS-HAL, i n t h e l i g h t of t h e comments s u b m i t t e d by S t a t e s
s i n c e t h e a d o p . t i o n of t h e Second E d i t i o n and t h e i r e f f e c t on t h e s p e c i f i c a t i o n s of Annex 1 4
and, t o a lesser d e g r e e , Annex 10. The Amendments recommended by t h e AGA D i v i s i o n r e f e r
t o t h e o p e r a t i o n a l c l e a r a n c e s o v e r o b s t a c l e s which a r e r e q u i r e d d u r i n g approaches conducted
w i t h t h e a i d s of ILS and w i t h t h e a i d of GCA, and a l s o t o t h e g e n e r a l problem of missed
approach a r e a s and missed approach o b s t a c l e c l e a r a n c e s . A f t e r b e i n g reviewed by t h e A i r
N a v i g a t i o n Commission, i n c o n s u l t a t i o n w i t h S t a t e s , t h e r e v i s e d t e x t was approved a s
.Amendment 2 by t h e ' Council of ICAO a t t h e S i x t h Meeting of i t s T h i r t y - f o u r t h S e s s i o n on
' 5 J u n e 1958, t o be a p p l i e d on 1 December 1958.
~ l t i m e t e rS e t t i n g P r o c e d u r e s
The A l t i m e t e r S e t t i n g P r o c e d u r e s were developed from t h e b a s i c p r i n c i p l e s e s t a b l i s h e d
by t h e T h i r d S e s s i o n of t h e O p e r a t i o n s D i v i s i o n and a r e t h e r e s u l t of e v o l u t i o n through t h e
recommendations of a number of Regional A i r Navigation Meetings. They f o r m e r l y appeared
as' P a r t 1 of Doc 7030 (Regional Supplementary Procedures) and had p r e v i o u s l y been approved
by Council f o r u s e i n t h e m a j o r i t y of ICAO Regions a s supplementary procedures. P a r t 1 of
Doc 7030 now c o n t a i n s o n l y R e g i o n a l P r o c e d u r e s which a r e supplementary t o t h e p r o c e d u r e s
c o n t a i n e d i n t h i s document. The i n c o r p o r a t i o n of t h e s e p r o c e d u r e s , t o g e t h e r w i t h Holding
and Approach-to-Land P r o c e d u r e s , i n t h e p r e s e n t PANS-OPS was approved by t h e Council of
ICAO a t t h e ' S i x t h Meeting of i t s F o r t y - t h i r d S e s s i o n o n 26 June 1961 on t h e u n d e r s t a n d i n g
t h a t t h i s a c t i o n was n o t t o b e c o n s t r u e d a s a d e c i s i o n of p r i n c i p l e on t h e q u e s t i o n of
f l i g h t l e v e l s o r on t h e r e l a t i v e merits of m e t r e s o r f e e t f o r a l t i m e t r y purposes. 9n
t a k i n g t h i s a c t i o n t h e C o u n c i l noted t l i a t t h e A i r N a v i g a t i o n Commission was c o n t i m i n g
t o g i v e a t t e n t i o n t o t h e s u b j e c t of a l t i m e t e r s e t t i n g and u n i t s of measurement r e l a t e d
t h e r e t o and i n t h i s connexion would s t u d y , d u r i n g i t s n e x t S e s s i o n , t h e developaent of a
t a b l e of c o n s e c u t i v e f l i g h t l e v e l s based on p r e s s u r e i n t e r v a l s .
'
Amendment 1
T h i s Amendment, r e s u l t i n g from t h e d i s c o v e r y of a c o n f l i c t i n PANS-OPS between t h e
d e f i n i t i o n of " F i n a l approachss and c e r t a i n p r o v i s i o n s of P a r t T I , Chapter 3, d e a l i n g w i t h
t h e i n t e r m e d i a t e and f i n a l approach p r o c e d u r e s , was approved by t h e C o u n c i l on 27 J u n e 1962
and heramc annl i rahl e nn 1 .f111v ,1963 -
Foreword
(ix>
Amendment 2
T h i s Amendment r e s u l t e d from a p r o p o s a l c o n t a i n e d i n Recommendation 6/17 of t h e
AIS/MAP D i v i s i o n Meeting (Montreal, May 1959) t h a t m a t e r i a l r e l a t 5 n g t o Minimum S e c t o r
A l t i t u d e s c o n t a i n e d i n Appendix 7 t o Annex 4, be f u r t h e r developed and t r a n s f e r r e d t o ' a
more a p p r o p r i a t e document s i n c e i t covered o p e r a t i o n a l c r i t e r i a r a t h e r ' t h a n ' t h e manner i n
which i t s h o u l d be p o r t r a y e d on ICAO I n s t r u m e n t Approach C h a r t s . The Amendment which
gave , e f f e c t t o t h e A1slMA.P D i v i s i o n ' s recommendation, was approved by t h e C o u n c i l on
1 4 December 1962 and became a p p l i c a b l e on 1 November 1963.
Amendment 3
Amendment 3 stemmed from recommendations of t h e Holding P r o c e d u r e s P a n e l (HOP) made
a t i t s Second Meeting (Montreal, A p r i l 1964). The Amendment, i n e f f e c t , r e p l a c e d t h e
e x i s t i n g , h o l d i n g p r o c e d u r e s which were based, on s p e e d s of 1 5 0 k n o t s , by m a t e r i a l which
s u i t a b l y p r o v i d e s f o r t h e n e e d s of c u r r e n t f a c i l i t i e s and equipment. The Amendment was
approved by Council on 5 A p r i l 1965 and became a p p l i c a b l e on 1 December 1965. On
30 September 1965 t h e Council approved t h e postponement of t h e a p p l i c a b i l i t y d a t e ' u n t i l
5 May 1966.
Amendment. 4
Meteorological Information f o r F l i g h t Operations
.,
P r o c e d u r e s f o r t h i s S e c t i o n a r e n o t y e t developed b u t , by Amendment 4 , approved by

Council on 7 ' ~ u n e1965, guidance m a t e r i a l , r e l a t . i n g t o t h e form and p r e s c r i p t i o n of ground
exchanges of m e t e o r o l o g i c a l . i n f o r m a t i o n f o r o p e r a t i o f l a 1 c o n t r o l p u r p o s e s was added as a n
Attachment t o a new P a r t I V - M e t e o r o l o g i c a l I n f o r m a t i o n f o r F l i g h t O p e r a t i o n s . The
Amendment r e s u l t e d from recommendat i o n s of t h e Meteorology and O p e r a t i o n s D i v i s i o n Meeti,ng
h e l d i n J a n u a r y - February 1964, s i m u l t a n e o u s l y w i t h t h e T h i r d S e s s i o n o f t h e Commission
f o r A e r o n a u t i c a l Meteorology. 'of' t h e world' M e t e o r o l o g i c a l O r g a n i z a t i o n . .
'
Amendment 5
T h i s Amendment i n c o r p o r a t e d p r o v i s i o n s a r i s i n g from recommendations of t h e F o u r t h
A i r Navigation Conference (Montreal, November
December 1965). ' The most s i g n i f i c a n t of
t h e s e r e l a t e d t o t h e r e v i s i o n of ILS Category I P r o c e d u r e s , a l s o of r a d a r a p p r o a c h proced u r e s . T h i s Amendment a l s o i n t r o d u c e d p r o c e d u r e s f o r ILS Category I1 O p e r a t i o n s . Proced u r e s f o r ILS Category I1 O p e r a t i o n s had been provis'ionally developed, on a s i m i l a r b a s i s
t o Category I O p e r a t i o n s . The r a d a r p r o c e d u r e s e n t a i l e d combining t h e s e p a r a t e C h a p t e r s
on GCA and PPI approach p r o c e d u r e s i n t o a s i n g l e Chapter t o c o v e r p r o c e d u r e s f o r PAR and
S u r v e i l l a n c e Radar.
T h i s Amendment a l s o i n c o r p o r a t e d changes t o A l t i m e t e r S e t t i n g P r o c e d u r e s as a r e s u l t
of Amendment 8 to.Annex 2 adopted by t h e Council of ICAO a t t h e T h i r t e e n t h Meeting of i t s
F i f t y - s i x t h - S e s s i o n on 29 November 1965.
'
The Amendment was approved by t h e Council of ICAO a t t h e T w e l f t h Meeting of i t s

F i f t y - n i n t h S e s s i o n on 1 2 ~ e c e m b e r1966. The s u b s t a n t i a l n a t u r e of t h e Amendments was
such t h a t i t was d e c i d e d t o r e - i s s u e t h e document i n i t s S e c o n d ' ~ d i t i o n , a p p l i c a b l e , a s
from 24 August 1967.
~(x).
Procedures
- Aircraft
Operations
Amendment 6
T h i s Amendment i n c o r p o r a t e d changes a r i s i n g from t h r e e s o u r c e s , namely Recanmendation
6:4/7 o f t h e F i f t h A i r Navigation Conference (Montreal, November - December 1967) , recommendations of t h e F i r s t Meeting of the. O b s t a c l e Clearance Panel (Montreal, January 1968),
and a p r o p o s a l o f t h e A L r Navigation Commission f o r t h e r e c t i f i c a t i o n of c e r t a i n e d i t o r i a l
. i n c o n s i s t e n c i e s noted i n t h e document. The recommendation of t h e F i f t h A i r Navigation
Conference r e l a t e d t o amendment of t h e QNH a l t i m e t e r s e t t i n g procedures during t a k e - o f f
and l a n d i n g . The recommendations of t h e O b s t a c l e Clearance P a n e l included e d i t o r i a l amend..me-nts t o t h o s e s p e c i f i c a t i o n s i n t h e document which were considered t o b e e i t h e r incon' s i ~ t e n - t ,i n c o r r e c t o r .' i n s u f f i c i e n t l y c l e a r and a new Attachment E p r o v i d i n g guidance
m a t e r i a l f o r I n s t r u m e n t Approach Procedures based on a r a d i o n a v i g a t i o n a l f a c i l i t y o f f s e t
f r o m t h e runway c e n t r e l i n e .
The Amendment was approved by t h e Council of ICAO a t t h e Second Meeting of i t s
S i x t y - s i x t h S e s s i o n on 23 January. 1969. It became a p p l i c a b l e on 18 September 1969.
This
(Montreal,
concerning
normal and
Amendment stemmed from Recommendation 6/2 of t h e S i x t h A i r Navigation Conference

April-May 1969). The Amendment, i n e f f e c t , i n t r o d u c e d . o p e r a t i n g procedures
t h e u s e b y P i l o t s of Secondary S u r v e i l l a n c e Radar (SSR) Transponders under
emergency c o n d i t i o n s and i n t h e event of r a d i o communications f a i l u r e .
The Amendment w a s approved by t h e Council of ICAO a t t h e Second Meeting of i t s

S e v e n t i e t h s e s s i o n , ' on 15 May 1970, f o r a p p l i c a t i o n on 4 February 1971.
Amendment 8
T h i s Amendment stems from Recommendation 2 / 1 of t h e Second Meeting of t h e O b s t a c l e
Clearance P a n e l (Montteal, 12 t o 25 February 1970). The Amendment, i n e f f e c t , removes
s e v e r a l i n c o n s i s t e n c i e s and e d i t o r i a l e r r o r s noted i n t h e document.
The Amendment a l s o i n t r o d u c e s new p r o f i l e ' d i a g r a m s t o r e p l a c e t h o s e d e l e t e d by
Amendment 6 because t h e y were m i s l e a d i n g .
The Amendment was approved by t h e Council a t t h e Twelfth'Meeting of t h e Seventy-second
S e s s i o n on 19 March 1971; f o r a p p l i c a t i o n on 6 January 1972.
Status
Procedures f o r A i r Navigation S e r v i c e s (PANS) do n o t have t h e same s t a t u s a s Standards
'a" Recommended P r a c t i c e s . While t h e l a t t e r a r e adopted by Council i n pursuance of A r t i c l e 37 of t h e Convention and a r e s u b j e c t t o t h e f u l l procedure of A r t i c l e 90, PANS a r e
approved by Council and a r e recommended t o C o n t r a c t i n g S t a t e s f o r world-wide a p p l i c a t i o n .
Implementation
The implementation of procedures i s t h e r e s p o n s i b i l i t y of C o n t r a c t i n g S t a t e s ; th.ey
a r e a p p l i e d i n a c t u a l o p e r a t i o n s only a f t e r , and i n s o f a r a s S t a t e s have enforced them.
:However, with a view t o f a c i l i t a t i n g t h e i r p r o c e s s i n g towards implementation by S t a t e s ,
t h e y have been p r e p a r e d i n a language which w i l l permit d i r e c t u s e by o p e r a t i o n s p e r s o n n e l .
Foreword
(xi)
While uniform a p p l i c a t i o n of t h e b a s i c p r o c e d u r e s i n t h i s document i s v e r y d e s i r a b l e , l a t i t u d e i s p e r m i t t e d f o r t h e development of d e t a i l e d , p r o c e d u r e s which may b e needed t o s a t i s f y

l o c a l c o n d i t i o n s . T h i s t h i r d e d i t i o n of t h e PANS-OPS i s a p p l i c a b l e from 6 J a n u a r y 1972.
N o t i f i c a t i o n of D i f f e r e n c e s
The PANS do n o t - c a r r y t h e s t a t u s a f f o r d e d t o S t a n d a r d s a d o p t e d by t h e C o u n c i l a s
Annexes t o t h e Convention and t h e r e f o r e do n o t come w i t h i n t h e o b l t g a t i o n imposed by
A r t i c l e 38 of t h e Convention t o n o t i f y d i f f e r e n c e s i n t h e e v e n t of nori-implementation.
N e v e r t h e l e s s , t h e C o u n c i l c o n s i d e r s i t d e s i r a b l e ( a s .it does i n t h e c a s e of Reconmended
P r a c t i c e s ) t h a t d i f f e r e n c e s between t h e ICAO approved P r o c e d u r e s f o r A i r N a v i g a t i o n
S e r v i c e s and n a t i o n a l r e g u l a t i o n s and p r a c t i c e s b e n o t i f i e d t o t h e O r g a n i z a t i o n and i n v i t e s
S t a t e s t o do s o i n t h e same manner a s r e q u e s t e d f o r S t a n d a r d s .
A t t e n t i o n of S t a t e s i s a l s o drawn t o t h e p r o v i s i o n s of Annex 1 5 r e l a t e d t o t h e ~ u b l i c a t i o n of d i f f e r e n c e s between t h e i r p r o c e d u r e s and t h e r e l a t e d ICAO p r o c e d u r e s t h r o u g h t h e
Aeronautical Information Service.
Promulgation of I n f o r m a t i o n
The e s t a b l i s h m e n t and w i t h d r a w a l of and changes t o f a c i l i t i e s , s e r v i c e s and procedures af f e c t i n g a i r c r a f t o p e r a t i o n s provided i n accordance with t h e procedures s p e c i f i e d
i n t h i s document s h o u l d b e n o t i f i e d and t a k e e f f e c t i n a c c o r d a n c e w i t h t h e p r o v i s i o n s of
Annex .15.
Advisory M a t e r i a l
Advisory m a t e r i a l i l l u s t r a t i n g t h e v a r i o u s a l t e r n a t i v e methods of a p p l y i n g t h e
procedures i s c o n t a i n e d i n Attachments t o t h i s document.
PROCEDURES
FOR AIR NAVIGATION SERVICES
PART
Aerodrome ezeuation.
I.- DEFINITIONS
The e l e v a t i o n of t h e h i g h e s t p o i n t of t h e l a n d i n g a r e a .
AZtitude. The v e r t i c a l d i s t a n c e o f ' a l e v e l , a p o i n t o r a n o b j e c t c o n s i d e r e d a s a

p o i n t , measured from m e a n ' s e a l e v e l .
Base turn. A t u r n executed by t h e a i r c r a f t d u r i n g t h e i n t e r m e d i a t e a p p r o a c h ,
between t h e end of t h e outbound t r a c k and t h e beg'inning of t h e f i n a l approach t r a c k .
These t r a c k s are n o t r e c i p r o c a l .
Note.- Base t u r n s may be designated as being made e i t h e r i n Zeve-Z f l i g h t or while
desced-,
aocordgng t o the circwnstances of each individual instmunent approach procedure, the only r e s t r i c t i o n being,that the obstacZe cZearanees s p e c i f i e d i n P m t I1 be not
infringed.
D e c i s i ~ nheight.
i f t h e required:visual
A s p e c i f i e d h e i g h t a t which a missed approach must b e i n i t i a t e d

r e f e r e n c e t o c o n t i n u e t h e aP'proach. t o l a n d h a s n o t b'een e s t a b l i s h e d .
Note I . - DecisCon height may be referenced. t o datwns such as- MSL, ' t h e aerodrome
elevation, the etevation of t h e threshold or the highest elevation wi-bhin t h e f i r s t 900 m
(3 000 f t ) of t h e rutway, as specifikd :by t h e . Competent Authority.
Note 2.- The r e q u i r e d v i s u a l r e f e r e n c e means t h a t section of t h e visuaZ a i d s or o f
the approach area which should have b'een i n view for s u f f i c i e n t time for the p i l o t t o have
made an assessment of the a i r c r a f t position and r a t e of change of position, i n r e l a t i o n
t o t h e desired f l i g h t path.
Note. 3.- I t i s e s s e n t i a l t h a t the c a ~ o u ~ a t i oofn the decision height take i n t o
account the OCL, t h e performance of t h e a z r c r a f t and' of the approach and missed approach
sys tems.
EZevation. The v e r t i c a l d i s t a n c e o f a p o i n t o r a l e v e l , on o r a f f i x e d .to t h e s u r f a c e
of . t h e e a r t h , measured from,mean s e a l e v e l .
Final approach.
That p a r t of a n i n s t r u m e n t approach p r o c e d u r e from t h e time t h e
aircr'aft has :
(a)
. (b)
(c>
completed t h e l a s t p r o c e d u r e t u r n o r - b a s e t u r n , where one ' i s s p e c i f i e d ; o r

c r o s s e d a - s p e c i f i e d f i x ; .or
i n t e r c e p t e d t h e l a s t t r a c k s p e c i f i e d f o r the p'rocedure;
u n t i l i t h a s c r o s s e d a p o i n t i n , t h e v i c i n i t y of a n aerodrome from which:

(i)
(ii)
a .landing can b e made; 0.r

'
a missed approach p r o c e d u r e i s i n i t i a t e d .
(Doc 8168-0PS/611/3)
1-2
. Procedures
- Aircraft
Operations
Flight LeviZs. S u r f a c e s of c o n s t a n t atmospheric pFessure which a r e r e l a t e d t o a

s p e c i f i c p r e s s u r e datum, 1013.2 mb (29.92 i n c h e s ) , and a r e s e p a r a t e d by s p e c i f i c p r e s s u r e
intervals.
Note 1.- A pressure type altimeter calibrated i n acicordance with the Standard
Atmosphere:
.
'
( a ) when s e t t o a QNH altimeter s e t t i n g , w i l l indicate a l t i t u d e ;

( b ) when s e t t o a QFE altimeter s e t t i n g , w i l l indicate h e i g h t above the QFE
reference datwn;
(c)
when s e t t o a pressure of 1013.2 rnb (29.92 i n ) may be used t o indicate
f l i g h t levels.
terms h e i g h t ^ & a l t i t u d e , used i n Note 1 above, indicate a l t i m e t r i c

Note 2.rather than geometric heights and a l t i t u d e s .
Height. The v e r t i c a l d i s t a n c e . of a , l e v e l , a p o i n t o r an o b j e c t considered a s a
p o i n t , measured from a s p e c i f i e d datum.
Holding procedure. A
manoeuvre which keeps a n a i r c r a f t w i t h i n a
s p e c i f i e d a i r s p a c e w h i l s t awaiting f u r t h e r clearance.
I n i t i a l approach. That, p a r t of an instrument approach procedure c o n s i s t i n g of t h e
f i r s t approach t o t h e f i r s t n a v i g a t i o n a l f a c i l i t y a s s o c i a t e d w i t h t h e procedure, o r t o
a predetermined f i x .
Note.- I n radar approaches. no d i s t i n c t i o n i s .made betwem i n i t i a l and i n t e n e d i a t e
appr o a c h .
I n i t i a l approach area. .An a r e a of d e f i n e d width l y i n g between t h e l a s t preceding
n a v i g a t i o n a l f i x o r dead reckoning p o s i t i o n and e i t h e r t h e f a c i l i t y t o b e used f o r making
an i n s t r u m e n t approach o r a p o i n t a s s o c i a t e d w i t h such a f a c i l i t y t h a t 'is used f o r demarc a t i n g t h e t e r m i n a t i o n of i n i t i a l approach-. .
Rote.-.Where no such' area i s specified the m i n i m sector aZtitudes sham on approach

charts are applicable.
Instrument approach procedure. A s e r i e s of predetermined,manoeuvres f o r t h e o r d e r l y
t r a n s f e r of an ' a i r c r a f t under i n s t r u m e n t f l i g h t c o n d i t i o n s f r o m . t h e beginning of t h e i n i t i a l
approach t o a l a n d i n g , o r t o a p o i n t from which a landing may b e made v i s u a l l y .
Rote.- fie term i n s t r u m e n t f l i g h t c o n d i t i o n s i s used .in t h i s d e f i n i t i o n i n p~eference

t o other terms such as i n s t r u m e n t m e t e o r o l o g i c a l c o n d i t i o n s , because the Zutter term r e f e r s
t o meteoroZogCcaZ condit<ons.necessitating f Z.i.ght under the Instrwnent Flight Rules, but
does not necessarily imply f l i g h t by reference t o instruments, which i s the intent of the
present wording..
Intermediate approach. That p a r t of an instrument appr,oach procedure from t h e f i r s t
a r r i v a l a t t h e f i r s t n a v i g a t i o n a l f a c i l i t y o r predetermined f i x , t o t h e beginning of t h e
f i n a l approach.
Note.- I n radar approaches no d i s t i n c t i o n i s made between i n i t i a l . a n d intermediate
appr o a c h .
I.- D e f i n i t i o n s
1-3
Level. The v e r t i c a l p o s i t i o n of a n a i r c r a f t i n f l i g h t r e g a r d l e s s of t h e r e f e r e n c e
datum o r t h e u n i t s of v e r t i c a l d i s t a n c e used.
Note. - I n aZtimeter s e t t i n g procedures, t h e l e v e l of an a i r c r a f t . i n f l i g h t w i l l be
e x p r e s s e d i n terms of a f l i g h t l e v e l , an a l t i t u d e or a height, depending upon t h e procedure i n force.
.
..
Localizer course (ILS)
The l o c u s of p o i n t s , ' i n any g i v e n h o r i z o n t a l p l a n e , a t

which t h e DDM ( D i f f e r e n c e s i n d e p t h of 'modulation) i s z e r o .
n]ote.- I n terms of t h e received radiation pattern t h i s i s equivalent .to zero deflect i o n of a normal Zy adjusted airborne localizer indicator (See Annex 10,-:Course l i n e ) .
~ i n i Sector
h
Altitude. The l o w e s t a l t i t u d e which may . b e used' under emergency
c o n d i t i o n s which w i l l p r o v i d e a minimum c l e a r a n c e of 300 metres' ( 1 ,000'f e e t ) above a l l
o b s t a c l e s l o c a t e d i n a n a r e a c o n t a i n e d w i t h i n a s e c t o r of a c i r c l e of 2 5 n a u t i c a l m i l e s
r a d i u s c e n t r e d on a r a d i o a i d t o n a v i g a t i o n .
Missed approach procedure. The p r o c e d u r e t o b e followed i f , a f t e r a n i n s t r u m e n t
approach, a l a n d i n g i s n o t e f f e c t e d and o c c u r r i n g n o r m a l l y .
( a ) when t h e a i r c r a f t - h a s descended t o t h e d e c i s i o n h e i g h t and h a s n o t e s t a b l i s h e d
v i s u a l c o n t a c t , or
(b)
when d i r e c t e d by A i r T r a f f i c C o n t r o l t o p u l l up o r t o go around
again.
Obstacle clearance l i m i t ( O C L ) . The h e i g h t above aerodrome e l e v a t i o n below which

t h e minimum p r e s c r i b e d v e r t i c a l c l e a r a n c e cannot b e ' m a i n t a i n e d e i t h e r on approach o r i n
t h e e v e n t of a missed approach.
Obstacle clearance surface (OCS). A s u r f a c e above which o b s t a c l e s must n o t penet r a t e i f t h e required o b s t a c l e c l e a r a n c e i s t o b e maintained.
Precision approach radar (PAR). Primary r a d a r equipment. u s e d t o d e t e r m i n e t h e
p o s i t i o n of an a i r c r a f t d u r i n g , f i n a l approach, i n t e r m s of l a t e r a l and v e r t i c a l d e v i a t i o n s
r e l a t i v e t o a p r e d e t e r m i n e d approach p a t h , and i n r a n g e r e l a t i v e t o a p r e d e t e r m i n e d touchdown p o i n t .
Procedure turn. A manoeuvre i n which a t u r n i s made away from a d e s i g n a t e d t r a c k
followed by a ' t u r n i n t h e o p p o s i t e d i r e c t i o n , b o t h t u r n s b e i n g e x e c u t e d so a s t o p,ermit
t h e a i r c r a f t t o i n t e r c e p t and proceed a l o n g t h e r e c i p r o c a l of t h e d e s i g n a t e d t r a c k .
Note 1.- Procedure turns are designated l e f t or r i g h t accordirlg t o t h e d i r e c t i o n
o f the i n i t i a l tum a s follows:
f a ) Procedure t u r n l e f t - A procedure
f b ) Procedure t u r n r i g h t
tw7z
i n which t h e i n i t i a l turn is t o t h e l e f t ;
A procedure turn i n which t h e i n i t i a l turn! i s t o t h e right
Note 2.- Procedure turns may be designated as being made e i t h e r i n l e v e l f l i g h t or

while descending, according t o t h e circwnstances of each individua2 i n s t - w e n t approach
procedure, the onZy r e s t r i c t i o n be<ng t h a t the obstacle clearance specified i n Part 11,
Chapter 2, be not infringed.
1-4
Procedures
- Aircraft
Operations
Radar. A r a d i o d e t e c t i o n d e v i c e which p r o v i d e s i n f o r m a t i o n on r a n g e , azimuth a n d / o r

e l e v a t i o n of o b j e c t s
S m e i l Z r m c e , radar.
Radar equipment used t o d e t e r m i n e t h e p o ' s i t i o n of a n a i r c r a f t
i n r a n g e and azimuth.
Threshold.
~ o u f h d m . .'
The b e g i n n i n g of t h a t p o r t i o n of t h e runway u s a b l e f o r l a n d i n g .
he: p o i n t
,WON
I'
where t h e pre&&k
g l i d e p a t h i n t e r c e p t s and runway.
Note.- Touchdown as defined above i s only a datwn and i s not necessarily the actual
point a t w h i c h the a i r c r a f t w i l l touch 'the runway.
Transition a t t i t u d e . . The a l t i t u d e i n t h e v i c i n i t y of a n aerodrome a t or :below which
t h e v e r t k c a l p o s i t i o n of an a i r c r a f t i s . c o n t r o l l e d by r e f e r e n c e t o a l t i t u d e s .
Transition l e v e l .
The l o w e s t f l i g h t l e v e l a v a i l a b l e ' f o r u s e above t h e t r a n s i t i o n
altitude.
Transition layer.
level.
T h e . a i r s p a c e between t h e t r a n s i t i o n a l t i t u d e and t h e t r a n s i t i o n
PART 11.- HOLDING AND APPROACH-TO-LAND PROCEDURES

CHAPTER 2 . - HOLDING
. .
1.1.- 1 n - ~ l i ~ hProcedures
t
Note.- Deviations from the In-Flight Procedures Zncur,the r i s k of excursions beyond

the p e G t e r s of holding areas estabZished 2n'.accordance ihith the procedures c m t a i n e d
i n t h i s documeint.
~ n d i c a t e d~ is pre e d s
1.1.1
. .
1.1.1.1
Holding p a t t e r n s s h a i l b e e n t e r e d and flown a t o r below t h e f o l l o w i n g
indicated airspeeds:
.
Jet aircraft'
Prope I Zer
aircraft(2)
~ e v e (1)
~s
!hrbuZence
condi t i o k
Norma
conditions
1 850 metres
up t o
170 k n o t s
inclusive
210 k n o t s
6 000 f e e t
2
. .
1 8 5 0 t o 4 250 m e t r e s
inclusive
above
6 000 t o 14 000 f e e t
. ,
170 k n o t s
.
4, 250'metres
above
.14 000 f e e t
220 knots
175 k n o t s
280 k n o t s
(0.8 Mach)
whichever
is less ( 3 )
240 k n o t s
.. .
The
l
e
v
e
l
s
t
a
b
u
l
a
t
e
d
above
r e p r e s e n t aZtitudes o r c o r r e s p o n d i n g
(1)
. f l i g h t Zeve 2s depending upon t h e a l t i m e t e r s e t t i n g i n u s e .
..
. -.
C
e
r
t
a
i
n
t
y
p
e
s
'
of
p
r
o
p
e
l l e r . - a i r c r. a. f t , m a v need t o hold a t h i g h e r s p e e d s .
(2)
(3)
.
The speed of 280 k n o t s (0.'8 ~ a c h )r e s e r v e d f o r , t u r b u l e n c e c o n d i t i o n s

. s h a l l be used f o r h o l d i n g o n l y a f t e r ' p r i o r c l e a r a n c e w i t h ATC, u n l e s s
t h e r e l e v a n t p u b l i c a t i o n s i n d i c a t e t h a t t h e h o l d i n g a r e a can accommodate
a i r c r a f t f l y i n g a t these high holding speeds.
..
A l l ;urns a r e .to b e . k d e a t . a . bank a n g l e of 25O o r a t a r a t e of 3'

1.1.i.2
second, whichever r e q u i r e s t h e lesser bank.
per
1.1.1.3
Unless t h e c l e a r a n c e g i v e n by a i r t r a f f i c c o n t r o l c o n t a i n s i n s t r u c t i o n s
t o t h e c o n t r a r y , a l l turns. a f t e r i n i t i a l e n t r y i n t o t h e hold in^ p a t t e r n s h a l l b e made t o
the r i g h t .
Outbound timing. b e g i n s o v e r o r abeam t h e f i x whichever o c c u r s l a t e r . . I f
1.1,1.4
t h e abeam p o s i t i o n cannot be determined, s t a r t t i m i n g when t u r n t o outbound i s c o m p l e t e d .
(Doc 8168-PPS/611/3)
,.
6/1/72
'
2 -2
Procedures
A i r c r a f t Operations
STANDARD HOLDING PATTERN

ABEAM
OUTBOUND END
I
1
OUTBOUND
+ INBOUND
HOLDING SIDE
Fig. 1 - 1
1.1.1.5
The p i l o t s h a l l make allowance f o r known wind by a p p l y i n g c o r r e c t i o n s b o t h
t o h e a d i n g and t i m i n g d u r i n g e n t r y and w h i l e f l y i n g i n t h e h o l d i n g p a t t e r n .
'1.1.1.6
I f f o r a n y r e a s o n a p i l o t i s u n a b l e t o conform t o t h e procedures f o r normal
c o n d i t i o n s l a i d down f o r any p a r t i c u l a r h o l d i n g p a t t e r n h e should a d v i s e A i r T r a f f i c C o n t r o l
a s e a r l y a s possible.
1.1.2
Entry Procedures
Note.- i l ~ r i a t i o n sof t h e basic procedure t o meet ZocaZ conditions may be authorized

by ~ t a s a f t appropriate
z ~
consuZtatCon w i t h t h e operators concerned.
'
The e n t r y l n t o t h e h o l d i n g p a t t e r n s h a l l be a c c o r d i n g t o heading i n r e l a t i o n
1.1.2.1
t o t h e t h r e e e n t r y s e c t o r s . shown i n F i g u r e 1-2, r e c o g n i z i n g a zone of f l e x i b i l i t y of 5O on
e i t h e r s i d e of t h e s e c t o r b o u n d a r i e s . I n t h e c a s e of h o l d i n g on VOR i n t e r s e c t i o n s o r
VOR/DME f i x e s , e n t r i e s w i l l be l i m i t e d t o t h e r a d i a l s or DME a r c s forming t h e f i x , a s
appropriate.
E N T R Y SECTORS
Fig.
1-2
II,.- Holding and Apprpgch-tp-Land
2-3-
Procedures
.
Sector 1 procedure. ( P a r a l l e l e n t r y ) :
1.1.2.2
Having reached the, f i x , . t u r n .onto a n outbound heading f o r , ,t h e a p p r o p r i a t e

p e r i o d of t i m e .
(i)
(ii)
Turn l e f t t o i n t e r c e p t t h e inbound t r a c k o r t o r e t u r n . t o t h e f i x .
On second a r r i v a l o v e r . t h e fix;.i t u r n r i g h t and f o l l o w t h e h o l d i n g p a t t e r n .
-(iii)
Sector 2 procedure (Offset eniry):
1.1.2.3
(i)
(ii)
(iii)
'
Having r e a c h e d t h e f i x , t u r n o n t o a h e a d i n g t o make good a t r a c k making

an a n g l e of 30' o r less from t h e inbound t r a c k on t h e h o l d i n g - s i d e .
Continue f o r t h e a p p r o p r i a t e p e r i o d of t i m e .
Turn r i g h t - t o i n t e r c e p t t h e . i n b o u n d t r a c k and f o l l o w t h e h o l d i n g p a t t e r n .
Sector 3 procedures (Direct entry):
1.1.2.4
. .
Having reached t h e f - i x , t u r n r i g h t and f o l l o w t h e h o l d i n g . p a t t e r n ' .

1.1.2.5
Time/Distance outbound. The s t i l l a i r t i m e f o r f l y i n g t h e outbound e n t r y
heading should n o t exceed one minute i f below o r a t 4 250 metres (14 000 f e e t ) o r one a n d .
one h a l f m i n u t e s i f above 4 250 m e t r e s (14 000 f e e t ) . Where DME is a v a i l a b l e , t h e l e n g t h
of t h e outbound l e g may be s p e c i f i e d i n t e r m s of d i s t a n c e i n s t e a d of t i m e .
1.1.3
Holding p r o c e d u r e s
1.1.3.1'
S t f l l a i r condition
(i)
(ii)
(iii)
Having e n t e r e d t h e h o l d i n g p a t t e r n , on t h e second and subsequent a r r i v a l s

o v e r t h e f i x e x e c u t e a t u r n t o f l y a n outbound t r a c k which wi.11 most
a p p r o p r i a t e l y p o s i t i o n t h e a i r c r a f t f o r t h e t u r n o n t o t h e inbound t r a c k .
Continue outbound f o r one m i n u t e i f a t 4 250 m e t r e s - (14 000 f e e t ) o r
below o r f o r one and one h a l f minutes i f above 4 250 metres (14 000 f e e t ) .
(Iiote. - Distance may be specified instead of time. where DME is m a i l a b l e . I
Turn s o 5s t o r e a l i g n ,'the i i r c r a f t on t h e inbound t r a c k . '
1.1.3.2
Wind e f f e c t . Due allowance should- be made i n b o t h h e a d i n g and t i m i n g t o
&ompensate f o r t h e e f f e c t s o f kn& wind..
1.1.3.3'
~ e p a r t i nt h~e ' p a t t e r n . When c l e a r a n c e i s r e c e i v e d s p e c i f y i n g t h e t inde of
d e p a r t u r e - from t h e h o l d i n g p o i n t , t h e . p i l o t s h o u l d a d j u s t h i s p a t t e r n w i t h i n t h e , l i m i t s
of t h e e s t a b l i s h e d h o l d i n g p r o c e d u r e i n o r d e r : t o l e a v e t h e h o l d i n g . p o i n t a t t h e t i m e
specified
2-4
Procedures
- Aircraft
Operations
1.2. - Holding Areas

1.2.1.
C a l c u l a t i o n parameters. The c a l c u l a t i o n s a s s o c i a t e d with t h e c o n s t r u c t i o n .
of b a s i c holding a r e a s and t h e r e s p e c t i v e omnidirectional e n t r y a r e a s r e q u i r e t h e use of
t h e parameters given i n t h e following paragraphs 1.2.2 t o 1.2.12.
The p o s s i b i l i t y of
a i r c r a f t having t o hold a t 280 knots (0.8 Mach) i n d i c a t e d a i r s p e e d i n conditions of turbul e n c e s h a l l be taken i n t o account. Whenever t h e holding a r e a cannot a c c o m o d a t e a i r c r a f t
r e q u i r e d t o hold a t 280. knotsf0.8 Mach, s u i t a b l e ATC procedures should be e s t a b l i s h e d t o
handle a i r c r a f t r e q u e s t i n g t h i s speed.
Note. - Such ATC procedures might t a k e t h e fomn of a c t i o n t o p r o t e c t a d d i t i o m z
a i r s p a c i s s u e un a l t e r n a t i v e clearance, i n c l u d i n g holding o u t s i d e t h e normal holding
areas, o r d i v e r s i o n .
1.2.2
Timing
L.2.2.1
.
;Commencementof .timing. Outbound timing should s t a r t f r o m a b e a m t h e f i x o r
on a t t a i n i n g the,outbound heading, whichever comes l a t e r .
1.2.2.2
Outbound timing. The outbound timing should be one minute up t o and
including 4 250 metres (14 000 f e e t ) and.one and one-half minutes above 4 250 metres
(14 000 f e e t ) . However, i t may be increased provided t h e p r o t e c t e d a i r s p a c e i s a d j u s t e d
i n accordance w i t h t h e p r i n c i p l e s contained h e r e i n . With DME a v a i l a b l e t h e outbound
timing may be expressed i n terms of d i s t a n c e . Where t h i s i s done c a r e should be taken
t o ensure t h a t a t l e a s t t h i r t y seconds should be a v a i l a b l e on t h e inbound t r a c k a f t e r
completion of t h e ' t u r n t o inbound and t h a t s l a n t range i s taken i n t o account.
1.2.3
Indicated airspeed
The following i n d i c a t e d a i r s p e e d s should be used a s a p p r o p r i a t e i n calcu1.2.3.1

l a t i n g holding areas:
.
. J e t aircraft
~ e v e (1)
~ s
Prope 1Zer
aircraft (2)
Norma2
conditions
Ihsrbutence
conditions
1 850 metres
UP t o
inclusive
170 knots
210 knots
6 000 f e e t
1 850 t o 4 250' metres

above
inclusive
6 000 . t o 14 000 f e e t
170 knots
220 knots
175 knots
240 knots
280 knots
(0.8 Mach)
'whichever
i s less
4 250 metres
above
14 000 f e e t
(1)
The l e v e l s t a b u l a t e d above r e p r e s e n t a Z t i t u d e s o r corresponding

f Zight leve Zs depending upon t h e a l t i m e t e r s e t t i n g i n use.
(2)
C e r t a i n t y p e s of p r o p e l l e r a i r c r a f t may need t o hold a t higher

speeds and should not be precluded from doing so. Such types
of a i r c r a f t should b e l i s t e d i n a p p r o p r i a t e p u b l i c a t i o n s and c a r e
should be taken t o ensure t h a t account i s taken of t h e higher
s p e e d s i n t h e c o n s t r u c t i o n of t h e holding a r e a a s necessary.
11.-.Holding and Approach-to-Land
Procedures
2-5
Where holding p a t t e r n s a r e used by a i r c r a f t which o p e r a t e a t g r e a t e r i n d i 1.2.3.2

c a t e d a i r s p e e d s , p a r t i c u l a r l y where p a t t e r n s ar'e designated a s climbing p a t t e r n s , o r conv e r s e l y , a r e r e s t r i c t e d t o use by s i r c r a f t with l e s s e r i n d i c a t e d a i r s p e e d s , t h e h o l d i n g
a r e a s should be a d j u s t e d accordingly and t h e speeds upon which they a r e based should be
published.
Where p o s i t i o n f i x i n g c a p a b i l i t i e s preceding t h e holding f i x a r e l i m i t e d ,
1.2.3.3 t h e planning of holding a r e a s t o accommodate i n i t i a l e n t r y speeds g r e a t e r t h a n p r e s c r i b e d
should be t a k e n i n t o c o n s i d e r a t i o n on a l o c a l b a s i s .
Angle of bank o r r a t e of t u r n . The a n g l e of bank t o b e t a k e n i n t o con1.2.4
s i d e r a t i o n should b e 25O. The formula f o r d e r i v i n g r a t e of t u r n from a n g l e of bank i s
contained i n Attachment C, Graphs f o r d e r i v i n g r a t e of t u r n from a n g l e , of bank appear
. a t Attachment C (Figure C-2 and Figure C-3).
1.2.5
Fixinn accuracy
1.2.5.1
VOR overhead. A cone e f f e c t a r e a based upon a n i n v e r t e d cone of ambiguity
extending a t an a n g l e of 30' e i t h e r s i d e of t h e f a c i l i t y h a s been used i n determining t h e
a r e a s both by c a l c u l a t i o n and p l o t t i n g methods a s described i n S e c t i o n s 2 and 3 , Attachment C. However,, t h e s e a n g l e s should be determined by f l i g h t test and, where t h e y are
g r e a t e r t h a n 30'.
holding a r e a s should be a d j u s t e d using e i t h e r of t h e formulas contained
i n Attachment C. Entry i n t o t h e cone i s assumed t o b e achieved w i t h i n an accuracy of * 15'
from t h e p r e s c r i b e d inbound t r a c k . From t h e p o i n t s of e n t r y t r a c k i n g through t h e cone is
assumed t o be achieved w i t h i n a n accuracy of * 5O. Paesage over t h e VOR i s hssumed t o be
(See F i g u r e 1-3.)
i n d i c a t e d w i t h i n t h e l i m i t s of t h e TO/FROM s i g n a l e r r o r zone ( * 4').
1.2.5.2
VOR i n t e r s e c t i o n s . The VOR i n t e r s e c t i o n f i x p o s i t i o n accuracy a r e a should
be determined by applying t h e t o l e r a n c e s shown i n 1.2.5.2.1 end 1.2.5.2.2 t o t h e homing
and i n t e r s e c t i n g r a d i a l s r e s p e c t i v e l y .
1.2.5.2.1
O v e r a l l t o l e r a n c e f o r t h e homing VOR:
3.5O ground system t o l e r a n c e o r a s determined by f l i g h t t e s t i n g ;
(iii)
*
*
*
(iv)
2.s5 p i l o t tolerance.
(i)
(ii)
lo'monitor t o l e r a n c e ;
2,T0 r e c e i v e r tolerance;.
The four v a l u e s a r e combined on a r o o t sum s q u a r e b a s i s t o o b t a i n t h e

o v e r a l l t o l e r a n c e which, f o r t h e f i g u r e s given, r e s u l t s i n 5.2'.
. V O R C O N E E F F E C T AREA
P O S I T I V E . I N D I C A T I O N OF
__--
.FIX 'END EDGE OF

THETOFROM
SIGNAL ERROR Z
OF T H E HOLDING
P A T T E R N OR
INTENDED ENTRY
TO/FROll ~ I G U A C
ERROR Z O N E
A L L TOLERANCES
A R E P L U S OR MINUS
B U T SHOWN H E R E
A S MOST A D V E R S E
RELATIVE TO THE
VOR CONE
POINT A IS~THE POINT WHFRE PILOT RECOGNIZES

CONE E F F E C T ( F U L L SCAL i DEFLECTION). FROM
THIS FOlNT HE MAKES GOCC. A TRACK WITHIN So
OF THE INBCUND OR INTEI:DED ENTRY'TRACK.
:.
.-...
Fig.. 1-3
11.- Holding and Approach-to-Land
2 -7
Procedures
VOR I N T E R S E C T I O N F I X A R E A
POSITION
FIX
= OVERALL TOLERANCE
,.
H O M I N G VOR
OVERALL
TOLERANCE
I N T E R S E C T I N G VOR
v
INTERSECTING
VOR
F i g . 1-4
2 -8
Procedures, - A i r c r a f t
Operations
VOR
D M E I N T ~ R ' S E C T I O NF I X A R E A
NOMINAL FIX
DME O U T E R T O L E R A N C E LINE
POSITION FIX
TOLERANCE AREA
VOR
oC =
- DME
OVERALL TOLERANCE
HOMING VOR
F i g . 1-5
11.- Boldine and A ~ ~ r o a c h - t o - L a n dProcedures
2-9
O v e r a l l t o l e r a n c e f o r t h e i n t e r s e c t i h g VOR:
1.2.5.2.2
3.5O ground system t o l e r a n c e o r a s determined by f l i g h t . t e s t i n g ;
(ii)
lomonitor t o l e r a n c e ;
(iii)
2.7'
(i)
receiver tolerance.
The t h r e e v a l u e s a r e c0mbine.d on a r o o t sum s q u a r e b a s i s t o o b t a i n t h e

o v e r a l l t o l e r a n c e which, f o r t h e f i g u r e s given, r e s u l t s i n 4.S0.
Where h o l d i n g on VOR
i n t e r s e c t i o n s i s conducted by a i r c r a f t equipped w i t h a s i n g l e VOR r e c e i v e r t h e t o l e r a n c e s
i n 1.2.5.2.1 should be a p p l i e d t o both r a d i a l s u n l e s s t h e a i r c r a f t concerned o p e r a t e a t sub(See F i g u r e 1-4.)
s t a n t i a l l y lower speeds t h a n t h a t used t o c o n s t r u c t . t h e p a t t e r n .
1.2.5.3
VOR/DME.. The VOR/DME f i x p o s i t , i o n accuracy a r e a should be determined by
applying t h e t o l e r a n c e i n 1.2.5.2.1 t o - t h e VOR r a d i a 1 , a n d a t o l e r a n c e of 3 p e r c e n t of
t h e d i s t a n c e ( o r one h a l f NI whichever. is l a r g e r ) e i t h e r s i d e of t h e nominal DME d i s t a n c e .
(See Figure 1-5. )
1.2.5.4
NDB overhead. A cone e f f e c t a r e a based upon an i n v e r t e d cone of ambiguity
extending a t an a n g l e of 40 e i t h e r s i d e of t h e f a c i l i t y should b e used i n c a l c u l a t i n g t h e
a r e a s . Entry i n t o t h e cone i s assumed t o be achieved w i t h i n an accuracy of
15O from t h e
p r e s c r i b e d inbound t r a c k . From t h e p o i n t s of e n t r y t r a c k i n g through t h e cone i s assumed
t o be achieved w i t h i n a n accuracy of * 5O. . (See F i g u r e 1-6.)
NDB
AREA
FIX
CONE E F F E C T A R E A
TRACK OF M A X I M U M
RIGHT TOLERANCE
INBOUND HOLDING TRACK
OR I N T E N D E D E N T R Y T R A C K
POSITION F I X
TOLERANCE A R E
R A D I U S OF N D B CONE
IN 1 1 S E C S . W I T H M A X I M U M
Fig. 1 - 6
T'A!LWIND
. .
2-10
Procedures
.-
1.2.6
Wind v e l o c i t y . - Where s t a t i s t i c a l wind d a t a a r b a v a i l a b l e , . . t h e maximum wind
speed w i t h i n t h e 95 per c e n t p r o b a b i l i t y should be used on an o m n i - d i r e c t i o n a l b a s i s f o r
c a l c u l a t i o n s ; however, component wind v e l o c i t i e s d e r i v e d f r o m t h e 95 per c e n t s t a t i s t i c a l
d a t a may be used i n l i e u of o m n i d i r e c t i o n a l winds. Where s t a t i s t i c a l wind d a t a a r e n o t
a v a i l a b l e , o m n i d i r e c t i o n a l winds c a l c u l a t e d from e i t h e r of t h e formulas contained i n
Attachment C, o r read from t h e graph a t Attachment C (Figure C-4) should be used.
-.Wherz two adjacent holding pattern areas, which have been constructed i n
accordance u i t h these procedures, overlap, consideration may be given t o -.deem.irzg these
patterns,.lateralZy separated i f the S t a t e concerned establishes that winds from d i f f e r e n t
d i r e c t ' i q s 'would be required :in order for such c o n f l i c t t o o c c m . .
The f u l l area determined i n accordance with these procedures should be applied,
however, i n r e k t i o n t o determining l a t e r a l separation between each pattern and other adjacent areas of probability, e.g. a i r routes, and for determining obstacle clearance requirements.
1.2.7
Temperature. Where c l i m a t o l o g i c a l d a t a a r e a v a i l a b l e t h e maximum temperature
w i t h i n t h e 95 p e r cent p r o b a b i l i t y should be used f o r c a l c u l a t i o n s . Where adequate climat o l o g i c a l d a t a a r e n o t a v a i l a b l e t h e I n t e r n a t i o n a l Standard Atmosphere (ISA) p l u s 15O
C e l s i u s t e m p e r a t u r e g r a d i e n t should be used. ISA + 15O C graph i s . a t Attachment C (Figure
C75) - .
L e v e l s . , Where a h o l d i n g 'area i s - t o be a p p l i e d t o a block of l e v e l s ' i t
1..2.8,
should be a p p l i e d only t o t h e , l e v e l f o r which p l o t t e d o r below. . .
1.2.9
Timinp t o l e r a n c e
On a l l passages over t h e VOR a t o l e r a n c e of 6 seconds should be allowed f o r

1.2.9.1
p i l o t r e a c t i o n t o t h e TO/FROM s i g n a l and a n a d d i t i o n a l 5 seconds f o r e s t a b l i s h m e n t of bank,
o r a n o v e r a l l t o l e r a n c e of e l e v e n seconds. I n t h e c a s e of o t h e r f i x e s , t h e t o l e r a n c e of
11 seconds should be a p p l i e d '0 t h e f i x p o s i t i o n t o l e r a n c e , a r e a .
.On the.outbound l e g * 1 0 seconds should be allowed f o r timing and 5 seconds
1.2.9.2
5 seconds.
f o r e s t a b l i s h m e n t of bank, or a n o v e r a l l t o l e r a n c e of + 1 5 to.
I n c a s e s where DME i s u t i + i z c d a t o l e r a n c e of 11 seconds should be a p p l i e d

1.2.9.3
t o t h e DME d i s t a n c e t o l e r a n c e .
1.2.10
Heading t o l e r a n c e . A t o l e r a n c e of
on t h e outbound l e g of t h e p a t t e r n .
5'
i n heading should be allowed f o r
1.2.11
E f f e c t of e n t r v t r a c k ' o n t h e d_imension of t h e b a s i c hold in^ a r e a . The a r e a
of h o l d i n g p a t t e r n s t o which e n t r y may be made from any d i r e c t i o n should be a d j u s t e d t o
c a t e r f o r t h e l e a s t f a v o u r a b l e e n t r y t r a c k by applying t h e most unfavourable wind, i n each
c a s e . O u t b o u n d ' . s t i l l a i r t i m i n g should be l i m i t e d t o one minute f o r a i r c r a f t below o r a t
4 250 m e t r e s (14 000 - f e e t ) o r one and one h a l f minutes above 4 250 metres (14 000 f e e t )
s t a r t i n g from abeam t h e f i x i n g f a c i l i t y o r on a t t a i n i n g t h e outbound heading, whichever
comes l a t e r .

1.2.12
Obstacle clearance
1.2.12.1.
entry area:
~ o l d ' i n pa r e a .
Procedures
2-11
The holding a r e a 'includes t h e b a s i c holding a r e a and t h e
(a) The b a s i c h o l d i n g a r e a a t any p a r t i c u l a r l e v e l i s t h e a i r s p a c e r e q u i r e d a t

t h a t l e v e l t o encompass a s t a n d a r d h o l d i n g p a t t e r n based on t h e allowances f o r
a i r c r a f t speed, wind e f f e c t , timing e r r o r s , h o l d i n g f i x c h a r a c t e r i s t i c s , e t c .
(b) . The, e n t r y a r e a i n c l u d e s t h e a i r s p a c e r e q u i r e d t o a c c o k o d a t e t h e s p e c i f i e d
e n t r y procedures.
.
.
1.2.12.2
.Buffer a r e a . The b u f f e r a r e a i s t h e a r e a e x t e n d i n g 5 NM beyond t h e boundary
of t h e h o l d i n g a r e a w i t h i n ,which t h e h e i g h t and. n a t u r e of o b s t a c l e s may need t o be t a k e n
i n t o c o n s i d e r a t i o n when d e t e & i n i n g t h e minimum h o l d i n g l e v e l u s a b l e i n t h e h o l d i n g p a t t e r n
a s s o c i a t e d w i t h t h e .holding a r e a .
1.2.12.3
~ i n i m u mh o l d i n p l e v e l
1.2.12.3.1
of a t l e a s t 300
v a l u e should be
t h e Buffer Ar'ea
he 'minimum p e r m i s s i b l e 'hokding. l & e l . s h a l l be based i n i t i a l l y on a c l e a r a n c e

metres ( 1 000 f e e t ) above obs.tacles i n t h e h o l d i n g a r e a . 'This minimum
i n c r e a s e d where. n e c e s s a r y ,'in. o r d e r ' t o .provide c l e a r a n c e o v e r o b s t a c l e s i n
i n : accordance w i t h t h e f o l l o w l n g ~t a b l e :
,
D i s t a n c e beyond t h e boundary
of t h e h o l d i n g area
Minimwn o b s t a c l e c l e a r a n c e o v e r
low f Zat t e r r a i n
I
N m t i c a Z M i Zes
Metres
O to 1
300
150
120
90
1to
2 to
3 to
4 to
2
3
4
5
60
Feet
1 000
500
400
300
200
1.2.12.3.2
Furthermore, over high t e r r a i n o r i n mountainous a r e a s o b s t a c l e c l e a r a n c e
up t o a t o t a . 1 of 600 m e t r e s (2 000 f e e t ) s h a l l be provided t o accommodate t h e p o s s i b l e
e f f e c t s o f t u r b u l e n c e , down d r a f t s and o t h e r m e t e o r o l o g i c a l phenomena on t h e p e r f o r m a n c e
of a l t i m e t e r s , a s i n d i c a t e d i n t h e guidance m a t e r i a l i n Attachment C , paragraph 1. .
2-12
Procedures
F i g , 1-7
- Aircraft
Operations
Procedures
----
?-?3
C H A P T E R 2 . - I N S T R U M E N T A P P R O A C H S Y S T E M S AND A I D S PROCEDURES AND OBSTACLE CLEARANCES

2.1.-
General
2.1.1
I n t r o d u c t i o n . The f o l l o w i n g s p e c i f i c a t i o n s have been formulated with a
view t o a c h i e v i n g a r e a s o n a b l e degree o f , s t a n d a r d i z a t i o n although t h e i m p r o b a b i l i t y of
being a b l e t o a c h i e v e worldwide u n i f o r m i t y of procedure, a r e a s and o b s t a c l e c l e a r a n c e f o r
any s i n g l e type of f a c i l i t y i s f u l l y recognized.
2.1.1.1
The a t t e n t i o n of S t a t e s i s p a r t i c u l a r l y drawn, t h e r e f o r e , t o 2.1.2 i n w h i c h
t h e b a s i c c r i t e r i a on which t h e s p e c i f i c a t i o n s have been based a r e s e t o u t and t h e nanc.zr
i n which t h e s e c r i t e r i a should be a p p l i e d is d e s c r i b e d .
2.1.1.2
O b s t a c l e c l e a r a n c e i s t h e primary s a f e t y c o n s i d e r a t i o n , i n d e v e l s p i n g i n s t r u ment approach procedures, and because of v a r i a b l e f a c t o r s such a s t e r r a i n , a i r c r a f t charact e r i s t i c s and p i l o t a b i l i t y , t h e d e t a i l e d p r o c e d u r e s ' s e t o u t i t i t h i s document, based on
p r e s e n t s t a n d a r d equipment and p r a c t i c e s , a r e given only a s g e n e r a l guides. However, t h e
o b s t a c l e c l e a r a n c e s included i n t h e s p e c i f i c a t i o n s a r e considered t o be t h e minimum: t h e y
have been evolved t a k i n g i n t o c o n s i d e r a t i o n t h e COM and AGA s p e c i f i c a t i o n s and i t i s cons i d e r e d t h a t they cannot be reduced w i t h s a f e t y .
I n t h e i n t e r e s t of e f f i c i e n c y , r e g u l a r i t y and economy every e f f o r t should be
2.1.1.3
made t o e n s u r e t h a t equipment i s s i t e d and procedures a r e evolved s o a s t o keep t o t h e
minimum c o n s i s t e n t w i t h s a f e t y , both t h e time taken i n e x e c u t i n g a n instrument approach and
t h e a i r s p a c e n e c e s s a r y f o r t h e a s s o c i a t e d manoeuvres.
2.1.2
B a s i c C r i t e r i a . I n developing t h e procedures, d e f i n e d a r e a s and minimum
o b s t a c l e c l e a r a n c e s contained i n t h i s document, c o n s i d e r a t i o n was given t o both t a n g . i b l e
and i n t a n g i b l e f a c t o r s and a l s o t o p r a c t i c a l experience. Some of t h e c o n s i d e r a t i o n s which.
were t a k e n i n t o account a r e a s follows:
Tangible v a l u e s
(a)
Approach
(i)
Maximum t r u e a i r s p e e d of 150 knots.
(ii)
Minimum t r u e a i r s p e e d of 90 k n o t s .
(iii)
(iv)
Wind speeds of up t o 60 k n o t s from any d i r e c t i o n . The e f f e c t of t h e wind

v e l o c i t y was tempered having r e g a r d t o t h e phase of t h e procetlure.
Tolerances f o r ground and a i r b o r n e equipment a s d e s c r i b e d i n Annex LO.
2- 14
Procedures
(b) The p r o v i s i o n a l c r i t e r i a i n 2.2 and 2.3 were agreed on by t h e Fourth A i r Navigat i o n Conference. Because of t h e l a c k of o p e r a t i o n a l d a t a and t h e l i m i t e d t i m e a v a i l a b l e , t h e s e i n t e r i m a p p l i c a t i o n s were developed u s i n g t h e a r i t h m e t i c a l sum of a l l t h e
ILS t o l e r a n c e s p l u s a n allowance f o r beam bends b e f o r e a p p l y i n g t h e margins of
30 m e t r e s (100 f e e t ) f o r Category I, and 15 metres (50 f e e t ) f o r Category 11. These
assumptions were c o n s i d e r e d t o be c o n s e r v a t i v e and t h e r e f o r e t h e p r o v i s i o n a l f i g u r e s
(See Attachment B.)
may prove t o be o p e r a t i o n a l l y r e s t r i c t i v e .
( c ) S u f f i c i e n t d a t a h a s now been o b t a i n e d from s e v e r a l S t a t e s r e g a r d i n g t h e accuracy
obta.inable on Category I1 ILS coupled approaches t o show t h a t t h e new minimum v e r t i c a l
c l e a r a n c e of 1 5 metres (50 f e e t ) i s adequate.
I t i s c o n s i d e r e d t h a t t h e a r e a w i t h i n which o b s t a c l e s a r e
(d) Missed Approach.
s i g n i f i c a n t f o r missed] approach commences a t t h e p o i n t a t which t h e a i r c r a f t r e a c h e s
i t s d e c i s i o n h e i g h t under t h e lowest o p e r a t i n g c o n d i t i o n s f o r t h e approach a i d i n
u s e , e. g. Category I ILS 60 m e t r e s (200 f e e t ) , Category I1 ILS 30 metres (100 f e e t ) .
It i s a l s o c o n s i d e r e d t h a t d u r i n g . t h e i n i t i a l s t a g e s of missed approach, t h a t i n
most c a s e s c o n t i n u i n g guidance from t h e f a c i l i t y i n u s e w i l l be a v a i l a b l e and t h e r e f o r e l a t e r a l d e v i a t i o n s should n o t a t f i r s t be e x c e s s i v e . For t h e s e r e a s o n s i t i s
assumed t h a t t h e minimum width f o r t h e i n i t i a l s t a g e s of missed approach can b e
drawn p a r a l l e l t o t h e f i n a l approach t r a c k , t h e r e a f t e r t h e a r e a should s p l a y o u t a t
an a n g l e which w i l l depend upon t h e a v a i l a b i l i t y of n a v i g a t i o n f a c i l i t i e s f o r prov i d i n g c o n t i n u i n g t r a c k guidance.
A b a s i c c l i m b g r a d i e n t of 1:40 h a s been assumed f o r t h e purpose of d e t e r mining t h e o b s t a c l e c l e a r a n c e l i m i t i n t h e missed approach a r e a because i t i s b e l i e v e d
t h a t even w i t h one e n g i n e i n o p e r a t i v e i t w i l l c a t e r f o r any c u r r e n t a i r c r a f t performance
r e q u i r e m e n t s and i n f a c t t h e climb g r a d i e n t w i l l be g r e a t e r t h a n k 4 0 and w i l l r e s u l t i n
a p r o g r e s s i v e i n c r e a s e i n v e r t i c a l c l e a r a n c e d u r i n g missed approach.
It i s a l s o recognized t h a t w i t h t h e improved climb performance of some
c u r r e n t a i r c r a f t i t may be shown t h a t t h e assumed i n i t i a l climb performance g r a d i e n t of
1:40 may be unduly r e s t r i c t i v e , p a r t i c u l a r l y w i t h d e c i s i o n h e i g h t s of 60 metres (200 f e e t )
f o r ILS. T h e r e f o r e p r o v i s i o n h a s been made t h a t where t h i s i s demonstrated t o be a s a f e
p r o c e d u r e , t h e g r a d i e n t of 1:40 f o r o b s t a c l e c l e a r a n c e purposes may commence a t a d i s t a n c e
n o t l e s s t h a n 900 metres ( 3 000 f e e t ) from t h e t h r e s h o l d .
Intangible values
(a)
P i l o t proficiency
(only t h e manual o p e r a t i o n of an a i r c r a f t was c o n s i d e r e d ) .
(b) Width of a r e a of ambiguity a t h e i g h t s above marker beacons and o t h e r r a d i o

facilities.
~ f f e c of
t turbulence.
(c)
(d)
'
C o r r e c t i o n s by p i l o t f o r wind e f f e c t .
( e ) There a r e many o t h e r f a c t o r s such a s v a r i a t i o n between a i r c r a f t c h a r a c t e r i s t i c s ,

p i l o t f a t i g u e , t y p e of weather e t c . , t h e e f f e c t of which can only a r b i t r a r i l y be
t a k e n i n t o account.
Procedures
2-15
I t i s recognized t h a t i n c e r t a i n l o c a l i t i e s t h e s e parameters may not b~

2.1.2.3
those most s u i t e d t o l o c a l c o n d i t i o n s . As adherence t o s p e c i f i c a t i o n s based on t h e s e
parameters might t h e r e f o r e prove u n n e c e s s a r i l y r e s t r i c t i v e i n c e r t a i n o p e r a t i o n s , i t i s
intended that: S t a t e s should t a k e i n t o account t h e i r l o c a l c o n d i t i o n s , .in r e l a t i o n t o t h e s e
parameters, when e s t a b l i s h i n g procedures, a r e a s and o b s t a c l e c l e a r a n c e s and when c a l c u l a t i n g
o b s t a c l e c l e a r a n c e l i m i t s . However, only one procedure should be s p e c i f i e d f o r each t y p e
of r a d i o a i d a t a p a r t i c u l a r s i t e . Exceptions t o t h i s should be permitted only a f t e r j o i n t
c o n s i d e r a t i o n by t h e S t a t e a u t h o r i t i e s and t h e o p e r a t o r s concerned.
2.1.3
Height. Heights quoted i n instrument approach procedures s h a l l be r e l a t e d
t o aerodrome e l e v a t i o n u n l e s s otherwise s t a t e d .
Rate of t u r n .
2.1.4
be Rate I t u r n s .
Note.-
A l l t u r n s executed i n instrument approach procedures s h a l l
A Rate I tm i s a t t q n a t t h e ~ t eo f. 3' per second.
Rate of descent. I n g e n e r a l a r a t e of descent of 2.5 metres p e r second

2.1.5
(500 f e e t p e r minute) p l u s o r minus 0.5 metres p e r second (100 f e e t p e r minute) should be
used i n determining instrument approaches-to-land.
2.1.6
S h u t t l e procedure. Where necessary a s h u t t l e between two f i x e s o r w i t h i n
a s p e c i f i e d d i s t a n c e of t h e f a c i l i t y w i l l be p r e s c r i b e d t o a l l o w f o r descent a f t e r i n i t i a l
approach and p r i o r t o commencement of i n s t ' r m e n t descent procedure. The s h u t t l e procedure
s h a l l be executed w i t h i n t h e l i m i t s of t h e defined a r e a s f o r e i t h e r h o l d i n g o r i n t e r m e d i a t e
approach and w i l l normally conform t o such procedure.
Minimum a l t i t u d e s ( o t h e r t h a n f o r d e c i s i o n h e i g h t and o b s t a c l e c l e a r a n c e
2.1.7
l i m i t ) . Minimum a l t i t u d e s determined i n accordance w i t h t h e s e procedures shal.1 be expressed
t o t h e next h i g h e r inerement of 30 metres o r 100 f e e t .
2.1.8
E i t h e r minimum s e c t o r a l t i t u d e s o r minimum s a f e a l t i t u d e s a p p l i c a b l e t o a l l
s e c t o r s s h a l l be e s t a b l i s h e d f o r . e a c h aerodrome. S e c t o r a l t i t u d e s s h a l l be e s t a b l i s h e d f o r
each aerodrome where instrument approach procedures have been e s t a b l i s h e d . I f t h e d i f f e r e n c e between s e l e c t e d s e c t o r a l t i t u d e s i s i n s i g n i f i c a n t a minimum s a f e a l t i t u d e a p p l i c a b l e t o a l l s e c t o r s may be e s t a b l i s h e d . These minimum a l t i t u d e s s h a l l apply w i t h i n a
r a d i u s of 25 n a u t i c a l m i l e s of t h e r a d i o a i d on which t h e instrument approach procedure
is based. These minimum a l t i t u d e s s h a l l be c a l c u l a t e d by t a k i n g t h e h i g h e s t e l e v a t i o n i n
t h e a r e a concerned r a i s i n g i t a t l e a s t t o t h e n e a r e s t 30 metres o r 100 f e e t and adding a
c l e a r a n c e of a t l e a s t 300 metres or 1 0 0 0 f e e t . The minimum s e c t o r a l t i t u d e o r t h e minimum
s a f e a l t i t u d e s h a l l not be l e s s t h a n t h a t given f o r i n i t i a l instrument approach procedure
i n t h e s e c t o r ( s ) considered.
Note.- The establishment of t h e s e minimum a l t i t u d e s does n o t p r e c l u d e a n a i r c r a f t
from a=aching
below them provided it i s approaching i n conformity w i t h an e s t a b l i s h e d
instrument approach procedure.
2.1.8.1
However, i f , because of o b s t r u c t i o n s o u t s i d e o f , but w i t h i n 5 n a u t i c a l m i l e s
o f , t h e boundaries of t h e a r e a concerned, t h e minimum s a f e a l t i t u d e d e r i v e d from 2.1.8
appears t o be i n s u f f i c i e n t , e i t h e r a d d i t i o n a l h e i g h t allowance s h a l l be made o r t h e boundar i e s s h a l l be r e o r i e n t e d .
2.1.8.2
tracks.
For t r a c k - d e f i n i n g a i d s t h e s e c t o r s should be based on t h e bearing of t h e

Where no t r a c k - d e f i n i n g a i d s e x i s t s , t h e s e c t o r s should, u n l e s s c o n d f t i o n s make
2-16
Procedures
i t undesirable,
c o n d i t i o n s make
defining a i d or
s u i t a b l e should
2.1.9
c o i n c i d e w i t h t h e q u a d r a n t s of t h e compass. When g e o g r a p h i c a l o r o t h e r
i t u n d e s i r a b l e t o i n d i c a t e s e c t o r a l t i t u d e s f o r s e c t o r s based on a t r a c k on t h e q u a d r a n t s of t h e compass, s e c t o r s of such s i z e a s appear most
b e chosen.
Missed approach procedures
The p r o c e d u r e s f o r missed approaches w i t h a l l engines o p e r a t i n g o r w i t h one

2.1.9.1
engine i n o p e r a t i v e have been considered.
2.1.9.2
I n t h e c a s e of a missed approach e f f e c t e d w i t h a l l e n g i n e s o p e r a t i n g , i t
h a s been n o t e d ' t h a t i t i s sometimes t h e p r a c t i c e f o r a p i l o t t o c o n t i n u e f o r some d i s t a n c e
a t o r about t h e d e c i s i o n h e i g h t , s t i l l i n t h e l a n d i n g c o n f i g u r a t i o n , i n o r d e r t o a form a
b e t t e r a p p r e c i a t i o n of c o n d i t i o n s of t h e aerodrome b e f o r e i n i t i a t i n g t h e missed approach
procedure. Thus t h e a i r c r a f t might n o t n e c e s s a r i l y be ready t o climb b e f o r e r e a c h i n g t h e
up-wind end of t h e runway. Account h a s been a l s o taken of t h e f a c t t h a t i t i s t h e g e n e r a l
p r a c t i c e f o r a n a i r c r a f t t o m a i n t a i n i t s c o u r s e on a c o n s t a n t heading a f t e r t h e missed
approach procedure h a s been i n i t i a t e d .
I n t h e c a s e of a missed approach e f f e c t e d w i t h one engine ' i n o p e r a t i v e , n o t e
2.1.9.3
h a s been t a k e n t h a t t h e normal p r a c t i c e i n such circumstances i s t o i n i t i a t e t h e missed
approach procedure a t t h e p o i n t , o r v e r y soon a f t e r t h e p o i n t , a t which t h e a i r c r a f t reached
i t s d e c i s i o n h e i g h t on t h e approach. Although no p r e c i s e f i g u r e s a r e a v a i l a b l e of t h e time
r e q u i r e d f o r t h e p i l o t t o a l t e r t h e a i r c r a f t , con i g u r a t i o n from t h a t approaching t o t h a t
f o r missed approach, a p e r i o d of 30 t o 40 seconds i s considered r e p r e s e n t a t i v e . This means
t h a t an a i r c r a f t w i l l b e g i n i t s missed approach climb some 2 000 metres ( 7 000 f e e t ) from
t h e p o i n t where i t r e a c h e s i t s d e c i s i o n h e i g h t .
Missed approach procedures s h a l l n o t normally p r e s c r i b e t u r n s from t h e a x i s
2.1.9.4
of f i n a l approach u n t i l a t l e a s t 90 m e t r e s (300 f e e t ) v e r t i c a l c l e a r a n c e above o b s t a c l e s
h a s been e n s u r e d .
Where a missed approach procedure p r e s c r i b e s a t u r n t o avoid o b s t a c l e s , t h e
2.1.9.5
s e l e c t i o n o f t h e d i s t a n c e between t h e o b s t a c l e and t h e i n i t i a t i o n of t h e t u r n should b e
based on t h e accuracy w i t h which t h e i n i t i a t i o n p o i n t can be i n d i c a t e d t o t h e p i l o t .
2.1.10
Obstacle c l e a r a n c e l i m i t . For each r a d i o and r a d a r a i d t o instrument
approach a t an aerodrome, t h e h e i g h t above t h r e s h o l d e l e v a t i o n s h a l l be determined below
which t h e minimum p r e s c r i b e d v e r t i c a l c l e a r a n c e cannot b e maintained e i t h e r on approach
o r i n t h e event of a missed approach.
Note.- The o b s t a c l e c l e a r a n c e l i m i t may be promulgated a s a n a l t i t u d e , o r a s a h e i g h t
i n r e l a t i o n t o aerodrome e l e v a t i o n o r t h r e s h o l d e l e v a t i o n . When a datum o t h e r t h a n mean
s e a l e v e l is u s e d
(a) f o r i n s t r u m e n t runways t h e t h r e s h o l d e l e v a t i o n is s e l e c t e d if t h e t h r e s h o l d
is 2 m e t r e s f 7 f e e t ) o r more below t h e aerodrome e l e v a t i o n , and
f b ) f o r p r e c i s i o n approach runways t h e threshoZd e l e v a t i o n is s e l e c t e d .

2.1.11
Coincidence of ILS and r a d a r g l i d e p a t h s . From an o p e r a t i o n a l viewpoint,
where any runway i s s e r v e d by both ILS and r a d a r , i t i s d e s i r a b l e t h a t t h e r a d a r g l i d e p a t h
be s o e s t a b l i s h e d a s t o p a s s through t h e ILS r e f e r e n c e datum and t h a t t h e e l e v a t i o n a n g l e s
of t h e r a d a r and ILS g l i d e p a t h s b e t h e same.

2.2.-
Procedures
2-17
ILS (Instrument Landing System)
Category I Operations
Note 1.- F a c i l i t y Performance Category I - ILS i s defined ' i n Annex 10, Volwne I ,
Part I , Chapter 3, while t h e operational objecti.ves are,contained i n Annex 1 0 , Volwne I ,
Attachment C t o Part I .
Note 2.- The obstacle clearance surface for t h e second part of the final approach
area described i n 2.2.2.3.2 ( b ) provides a clearance from the a i r c r a f t glide path antenna
of a t least 30 metres (100 f t ) below pos;tions where a half scale (2;1/2 d o t s ) fly-up
indication can be received zmder t h e most adverse combination of ground and airborne
equipment tolerances described i n A n n e x 10. As a consequence t o avoid infringing t h e
m i n i m clearance of 30 metres (300 f e e t ) the a i r c r a f t should be kept above the h a l f scale
(2-1/2 d o t s ) fly-up indication during t h a t part of the final approach that i s carried out
on instruments.
2.2.1
Procedures
General
2.2.1.1
I n i t i a l approach procedure.
I n i t i a l approach t o t h e I L S . w i l 1 normally be
made from a n a s s o c i a t e d en-route n a v i g a t i o n f a c i l i t y , o r from s p e c i f i e d p o i n t s . . T h i s
a p p r o a c h , w i l l be made on predetermined t r a c k s between such f i x e s and t h e l o c a l i z e r c o u r s e
o r a n a v i g a t i o n a l f a c i l i t y used i n a s s o c i a t i o n with t h e ILS.
2.2.1.2
I n t e r m e d i a t e approach procedures
2.2.1.2.1
U t i l i z i n g a s u i t a b l e n a v i ~ a t i o n a lf a c i l i t y o r f i x o f f s e t from t h e l o c a l i z e r
c o u r s e . Fly from t h e n a v i g a t i o n a l f a c i l i t y . o r f i x on predetermined t r a c k s t o i n t e r c e p t
t h e l o c a l i z e r c o u r s e such t h a t t h e a i r c r a f t when a l i g n e d on t h e inbound t r a c k i s i n a
p o s i t i o n from which t h e f i n a l approach can b e s t a r t e d . The d i s t a n c e between t h e p o i n t of
i n t e r c e p t i o n w i t h t h e l o c a l i z e r c o u r s e and t h e i n t e r c e p t i o n w i t h t h e g l i d e p a t h should b e
s u f f i c i e n t . t o permit t h e a i r c r a f t t o s t a b i l i z e and e s t a b l i s h o n , t h e l o c a l i z e r c o u r s e p r i o r
t o i n t e r c e p t i n g t h e g l i d e p a t h t a k i n g i n t o c o n s i d e r a t i t n t h e a n g l e of interception w i t h
t h e l o c a l i z e r course. The f o l l o w i n g d i s t a n c e s have been found a c c e p t a b l e :
AngZe of interception
with locaZizer course
.
Degrees
15
30
. ., 45
60
75
90
M i n i m distance between l o c a l i z e r
course and glide path i n t e r c e ~ t i m
Nautical MiZes
.
.
1
2
3
4
5
6'
Note. - I n order t o permit automatic p i l o t t o couple on t o t h e l o c a l i z e r trn interception ang le. not exceeding 300 i s desirable.
U t i l i z i n g a s u i t a b l e ' n a v i g a t i o n a l f a c i l i t y o r f i x ' on t h e l o c a l i z e r cou'rse.
2.2.1.2.2
I f a d i r e c t approach u s i n g such a f a c i l i t y i s p o s s i b l e no procedure i s r e q u i r e d .
2-18
Procedures
- Aircraft
Ooera t i o n s
2.2.1.2.3
Where no . s u i t a b l e n a v i g a t i o n a l f a c i l i t y o r f i x i s a v a i l a b l e f o r t h e proced u r e s i n 2.2.1.2.1 and 2.2.1.2.2:
. ( a ) F l y on t h e outbound t r a c k on t h e l o c a l i z e r - c o u r s e , descending, i f necessary,
t o t h e procedure t u r n l e v e l .
(b) F l y beyond t h e o u t e r marker and t h e n make a procedure t u r n on t o t h e inbound
t r a c k of t h e l o c a l i z e r c o u r s e .
The time o f . f l i g h t beyond t h e o u t e r marker should be l i m i t e d t o a period s u f f i c i e n t t o
e n s u r e t h a t t h e procedure t u r n i s completed below t h e g l f d e p a t h with t h e a i r c r a f t . a l i g n e d
inbound on t h e l o c a l i z e r course p r i o r t o i n t e r c ' e p t i n g t h e g l i d e path.
2.2.1.3
F i n a l approach procedure. Fly on t h e inbound t r a c k of t h e l o c a l i z e r course
t o i n t e r c e p t t h e g l i d e path a t o r b e f o r e r e a c h i n g t h e o u t e r marker a t t h e l e v e l s p e c i f i e d
f o r t h e procedure, which s h a l l b e a t l e a s t 150 metres (500 f e e t ) above t h e o b s t a c l e
c l e a r a n c e s u r f a c e o r a t l e a s t t h e h e i g h t of t h e g l i d e p a t h a t t h e o u t e r marker whichever
i s h i g h e r . A f t e r i n t e r c e p t i n g t h e g l i d e p a t h descend, on t h e g l i d e p a t h t o t h e d e c i s i o n
height.
2.2.1.4
Missed approach p r o c e d u r e . . The missed approach procedure should normally
be made on a t r a c k which i s a s n e a r a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach t r a c k
a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n . a n d o t h e r . a c t o r s i n f l u e n c i n g t h e s a f e t y
of t h e o p e r a t i o n .
'
.,
2.2.2
2.2.2.1
~ e f i n e da r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-1 t o 2-5 i n c l u s i v e . )

.
.
I n i t i a l apvroach.area.and obstacle clearance
I n i t i a l avvroach a r e a . The i n i t i a l approach a r e a s h a l l be , a t l e a s t 10 nau2.2.2.1.1

t i c a l m i l e s wide (5 . n a u t i c a l mLles e i t h e r s i d e of t h e predetermined t r a c k ) . Where navigat i o n a l f a c i l i t i e s a r e a v a i l a b l e which provide a very a c c u r a t e t r a c k on i n i t i a l approach,
t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced.
I n i t i a l approach o b s t a c l e c l e a r a n c e , . The i r ? i t i a l approach s h a l l n o t be made
2.2.2.1.2
below a h e i g h t of 300 metres , ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a defined i n
However, t h i s l e v e l ,should n o t be lower than t h e l e v e l a t which t h e g l i d e p a t h
2.2.2.1.1.
w i l l be i n t e r c e p t e d , and, i f a procedure t u r n i s r e q u i r e d , n o t l o w e r .than t h e procedure
turn level.
2.2.2.2
I n t e r m e d i a t e approach (including' procedure t u r n ) a r e a and o b s t a c l e c l e a r a n c e
2.2.2.2.1
I n t e r m e d i a t e approach a r e a . The i n t e r m e d i a t e approach a r e a normally s h a l l
be a t l e a s t 8.5' n a u t i c a l m i l e s measured outwards from t h e o u t e r marker along t h e l o c a l i z e r
c o u r s e and 8 n a u t i c a l m i l e s wide (5 n a u t i c a l m i l e s from t h e course on t h e s i d e of t h e procedure t u r n and 3 . n a u t i c a l m i l e s on t h e o t h e r s i d e ) . (See Figure 2-3.)
. .
.
.
Note.- Where a time l a p s e is s p e c i f i e d before t h e commencement of t h e procedure turn,
t h e ,lengtf; of t h e 'above a r e a .should be i n c r e a s e d by 3.5 n a ~ t i c a Zmiles f o r , each minute
specified.
11.- Holding and'bpproach-to-Land Procedures
2-19
2.2.2.2.2
I n t e r m e d i a t e approach o b s t a c l e ' c l e a r a n c e . I n t e r m e d i a t e approach s h a l l n o t
be made below a h e i g h t of 300 m e t r e s ( 1 000 . f e e t ) above a l l - o b s t a c l e s w i t h i n . t h e a r e a
d e f i n e d i n 2.2.2;Z.l.
2.2'.2.3
F i n a l approach a r e a and o b s t a c l e c l e a r a n c e
2.2.2.3.1.
F i n a l approach ' a r e a . An a r e a symmetrical. about t h e - 1 o c a l i z e r c o u r s e
from t h e
extending 'from a p o i n t s i t u a t e d a t a d i s t a n c e of D c a l c u l a t e d a s i n 2.2.2.3.2(b)
t h r e s h o l d t o th.e p o i n t a t which t h e f i n a l approach i s c v e n c e d . The f i n a l approach s h a l l
normally be commenced a t ' a d i s t a n c e n o t .exceed'ing 1 5 n a u t i c a l m i l e s 'from t h e t h r e s h o l d .
The a r e a has a c o n s t a n t w i d t h . o f 600 metres (2 000 f e e t ) from i t s o r i g i n t o a p o i n t 1 060
metres.. ( 3 550 f e e t ) . . b e f o r e t h e threphold,. From h e r e t h e a r e a widens w i t h a s p l a y o f . 1 5 p e r
c e n t on e i t h e r s i d e t o a t l e a s t 4 n a u t i c a l m i l e s a t a d i s t a n c e o f , l 2 . 8 n a u t i c a l m i l e s ,
(See F i g u r e s 2-1
thence m a i n t a i n i n g a c o n s t a n t width, t o t h e o u t e r boundary of t h e a r e a .
and 2-2.)
'Note I.- I n the event o f D becoming greater than 1 060 metres 13 550 fret) the f i g w e
of 1 060 metres (3 550 f e e t ) w i Z Z be used..
Note 2. - !The:area &thin which p f u l l scale def Zection of the ILS indicator can be
obtained with a l o c a l i z e r conforming t o the maximum tolerances specified i n Annex 10 i s
contained within the f i n a l approach area:
Note 3.- The final approach area corresponds t o the extended area for instrument
m a y s specified i n Annex 14.
2.2.2.3.2
F i n a l approach o b s t a c l e c l e a r a n c e . . The minimum o b s t a c l e c l e a r a n c e above
o b s t a c l e s . w i t h i n t h e l i m i t s of t h e f i n a l .approach ' a r e a s h a l l be a s s p e c i f i e d h e r e i n :
( a ) From t h e beginning of f i n a l approach,. t h e o b s t a c l e c l e a r a n c e s u r f a c e s h a l l b e
t h e h o r i z o n t a l p l a n e whose h e i g h t i s e q u a l t o t h a t of t h e h i g h e s t o b s t a c l e i n t h e
f i n a l approach a r e a , t o - t h e p o i n t where t h i s s u r f a c e i n t e r s e c t s t h e p l a n e d e s c r i b e d
under (b) h e r e a f t e r ; t h e o b s t a c l e c l e a r a n c e above t h i s p l a n e s h a l l n o t be l e s s t h a n
150 m e t r e s (500 f e e t ) up t o a p o i n t where. the o b s t a c l e c l e a r a n c e s u r f a c e i n t e r s e c t s
t h e p l a n e d e s c r i b e d under (b)
(b) T h e r e a f t e r , t h e o b s t a c l e c l e a r a n c e s u r f a c e is contained i n a p l a n e i n c l i n e d a t
an a n g l e n o t g r e a t e r t h a n 0;60.
T h i s p l a n e i n t e r s e c t s t h e h o r i z o n t a l p l a n e through
t h e t h r e s h o l d i n a l i n e a t r i g h t a n g l e s t o t h e runway c e n t r e l i n e , a t a d i s t a n c e D
b e f o r e t h e t h r e s h o l d , where:
D =
'30' t a n 0.68.
t a n 0.68
tan 8
"
tan 0
m?tres
fee3
0 = nominal g l i d e p a t h a n g l e , i n degrees;
0.60 = worst assumed d e s c e n t p a t h a n g l e ;
H = h e i g h t of t h e nominal g l i d e p a t h over t h e
threshold ( i n metres o r f e e t ) .
2-20
Procedures
The f i n a l approach o b s t a c l e c l e a r a n c e l i m i t is obtained by adding t h e

2.2.2.3.3
minimum v e r t i c a l . * c l e a r a n c eof 30 metres (100 f e e t ) . t o t h e highesc o b s t r u c t t o n p e n e t r a t i n g
t h e p l a n e d e f i n e d i n 2.2.2.3.2 (b)
(See F i g u r e s 2-4 and 2.5. )
'
2.2.2.4
Missed approach a r e a a n d . o b s t a c l e c l e a r a n c e
2.2 i 2 . 4 . 1
. Missed approach a r e a . The i n i t i a l p a r t of t h e ' missed approach a r e a ' s t a r t s
a t t h e end of t h e f i n a l approach a r e a ( i . e . a t a d i s t a n c e D b e f o r e t h r e s h o l d ) . I t cont i n u e s from t!ere
with a c o n s t a n t width of 600 metres (2 000 f e e t ) , t h e r e . b e i n g 300 metres
( 1 000 f e e t ) on e i t h e r s i d e of t h e runway c e n t r e l i n e , t o a d i s t a n c e of not l e s s t h a n
900 m e t r e s (3 000 f e e t ) nor normally, more t h a n 1 800 metres (6 000 f e e t ) beyond t h e
t h r e s h o l d . At t h i s p o i n t t h e f i n a l p a r t of t h e missed approach a r e a commences. This
f i n a l p a r t i s an a r e a symmetrical about t h e missed approach t r a c k , extending a s u f f i c i e n t
d i s t a n c e t o e n s u r e t h a t an a i r c r a f t climbing a t a g r a d i e n t of 2.5 p e r c e n t (1:40) h a s
reached a n a l t i t u d e a t which o t h e r p r e s c r i b e d o b s t a c l e c l e a r a n c e s (such a s f o r en-route
o r h o l d i n g ) become e f f e c t i v e . The width of t h e f i n a l p a r t of t h e missed approach a r e a i s
600 metres (2 000 f e e t ) u n t i l i t reaches 1 800 metres (6 000 f e e t ) beyond t h e t h r e s h o l d
o r r e a c h e s t h e runway end whichever is t h e l e a s t then widening w i t h a s p l a y of 26.8 p e r
c e n t (15') on e i t h e r s i d e . Where p o s i t i v e guidance is provided throughout t h e missed
approach procedure, t h e s p l a y may be reduced t o a minimum of 17.6 p e r c e n t
(See
F i g u r e 2-1.)
'
Note.- In determining the missed approach area for a particular runway the following
c m s i m i o n s are pertinent:
f a ) llhe maximum distance from the threshold of 1 800 metres (6 000 f e e t ) for t h e
comnencenient of the asswned gradient o f 1:40 m y .be unduly r e s t r i c t i v e for certain
a i r c r a f t operations and-where t h i s i s so, t h i s point may be varied t o s u i t the cond i t i o n s eccisting, but i n any case the commencing point sAouZd no be l e s s than 900
metres ( 3 000 f e e t ) from the threshold.
f b ) f i e anguZar deviations o f ' l o o and 15'
t a i n track during missed approach.
aZlow. for average p i l o t a b i l i t y t o main-
2.2.2.4.2
Missed approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above
a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l be 30 metres (100 f e e t ) .
The. o b s t a c l e c l e a r a n c e l i m i t f o r t h e f i n a l p a r t of t h e missed approach a r e a
2.2 .2.4.2.1.,
is determined by assuming a missed approach cltmb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n
t h e f i n a l p a r t of t h e missed approach a r e a by a t l e a s t 30'metres (100 f e e t ) . This o b s t a c l e
c l e a r a n c e l i m i t (OCL) f o r missed approach s h a l l be t h e h e i g h t a t which a 2.5 p e r c e n t (1:40)
p l a n e , p a s s i n g a t l e a s t 30 m e t r e s (100 f e e t ) above any o b j e c t . i n t h e f i n a l p a r t of t h e
missed approach a r e a i n t e r s e c t s i n a h o r i z o n t a l l i n e a v e r t i c a l p l a n e a t r i g h t a n g l e t o t h e
runway c e n t r e l i n e and s i t u a t e d a t t h e beginning of t h e f i n a l p a r t of t h e missed approach
area.
..
11.- Holding and Approach-to-Land Procedures
2-21
2.2.2.4.3
Obstacle clearance l i m i t . The o b s t a c l e clearance l i m i t (OCL) f o r the procedure s h a l l be whichever i s the higher of that calculated f o r f i n a l approach o r that calcul a t e d f o r missed approach. (See Attachment A f o r guidance.)
Note 1.- For a given aerodrome, the published obstacle clearance l i m i t s (OCL's)
e s t a b l m o n the b a s i s of procemules i n 2 . 2 m e related t o the approach, missed approach
and clintb characteristics of a marginal performance a i r c r a f t , and t o the asswned adverse
perforwunce of the approach system, including both ground and airborne c q o n e n t s . S t a t e s
may therefore consider a t t e m t i v e lower OCL4s established on t h e basis of actual performance of t h e a i r c r a f t or of i t 8 approach and missed approach system, i f t h i s i s s i g n i f i cantly b e t t e r t o j u s t i f y t h e modification of the obstacle clearance areas, obstacle
clearance 8urfaces and OCL ' s .
Note 2.- Guidance material relevant t o steps t o be taken where the approach obetacZe
clearance limit o v e m l e s the missed approach obstacle Zimit, or where an obstacle i n the
approach area leads t o a high obstacle clearance Zimit can be found i n Annex 10, VoZwne I,
Attachment C t o Part I , 2.4.6.-
2-22
Procedures
- Aircraft
Operat ions
2-23
Procedures
Fig. 2 - 2
Fig. 2-3
INTERMEDIATE APPROACH AREA
ILS CATEGORY I
Intermediate Approach Area

Not l e s s t h a n 8.5 NM
For l a s t p a r t of t h e
f i n a l approach and
missed approach a r e a s ,
see Fig. 2-1.
-----
--
/---
/--
-/--
12.8 NM
I4
Outer Marker
(o.M. )
d- ,
Not g r e a t e r t h a n 1 5 NM
2-24
Procedures
- Aircraft
Operations
2-25
Procedures - A i r c r a f t Operations
2-26
2.3.-
ILS ( I n s t r u m e n t Landing System)
Category I1 O p e r a t i o n s
Note 1.- Facility performance Category 11-ILS i s defined i n Annex 10, Volume I ,
Part I, Chapter 3, while the operational objectives are contained i n Annex 10, Volwne I ,
Attachment C t o Part I .
Note 2.- The obstacle clearance surface for t h e second part of the final approach
area described i n paragraph 2.3.2.3.2(b) provides a clearance from the a i r c r a f t glide path
antenna of a t least 15 metres (50 f e e t ) b e l a , positions where a half scale ( 2 1/2 dots)
fly-up indication can be received under t h e most adverse combination of ground and airborne
equipment tolerance described i n Annex 10. As a consequence t o avoid infringing the minimum cZearance of 15 metres (50 f e e t ) the a i r c r a f t should be kept above the half scale
( 2 1 / 2 d o t s ) fly-up indication during that part of the final approach t h a t is carried out
on instruments.
2.3.1
Procedures
- General
2.3.1.1
I n i t i a l approach p r o c e d u r e . I n i t i a l approach t o t h e ILS w i l l normally be
made from a n a s s o c i a t e d e n - r o u t e n a v i g a t i o n f a c i l i t y , o r from s p e c i f i e d p o i n t s . T h i s
approach w i l l b e made on predetermined t r a c k s between s u c h f i x e s and t h e l o c a l i z e r c o u r s e
o r a n a v i g a t i o n a l f a c i l i t y used i n a s s o c i a t i o n w i t h t h e ILS.
2.3.1.2
Intermediate approach procedures
U t i l i z i n g a s u i t a b l e n a v i ~ a t i o n a lf a c i l i t y o r f i x o f f s e t from t h e l o c a l i z e r
2.3.1.2.1
c o u r s e . F l y from t h e n a v i g a t i o n a l f a c i l i t y o r f i x on p r e d e t e r m i n e d t r a c k s t o i n t e r c e p t t h e
l o c a l i z e r c o u r s e such t h a t t h e a i r c r a f t when a l i g n e d on t h e inbound t r a c k i s i n a p o s i t i o n
from which t h e f i n a l approach c a n b e s t a r t e d . The d i s t a n c e between t h e p o i n t of i n t e r c e p t i o n w i t h t h e l o c a l i z e r c o u r s e and t h e i n t e r c e p t i o n w i t h t h e g l i d e p a t h s h o u l d b e s u f f i c i e n t t o p e r m i t t h e a i r c r a f t t o s t a b i l i z e and e s t a b l i s h on t h e l o c a l i z e r c o u r s e p r i o r t o
i n t e r c e p t i n g t h e g l i d e p a t h t a k i n g i n t o c o n s i d e r a t i o n t h e a n g l e of i n t e r c e p t i o n w i t h t h e
l o c a l i z e r c o u r s e . The f o l l o w i n g d i s t a n c e s have been found a c c e p t a b l e :
Angle of interception
with Zocaliner course
Degrees
Minirmun distance between ZocaZizer

course and glide path interceptions
Nautical Miles
I
15
30
1
2
45
60
75
90
4
5
6
Note.- I n order t o permit automatic piZot t o couple o n t o the ZocaZizer an i n t e r c e p t i o n a n g l enot exceeding 30' i s desirable.
U t i l i z i n g a s u i t a b l e n a v i g a t i o n a l f a c i l i t y o r f i x on t h e l o c a l i z e r c o u r s e .
2.3.1.2.2
I f a d i r e c t approach u s i n g such a f a c i l i t y i s p o s s i b l e no p r o c e d u r e t u r n i s r e q u i r e d .
2-27
Procedures
2.3.1.2.3
Where no s u i t a b l e n a v i g a t i o n a l f a c i l i t y o r f i x i s a v a i l a b l e f o r t h e proced u r e s i n 2 . 3 . 1 . 2 . 1 and 2.3.1.2.2:
( a ) F l y on t h e outbound t r a c k on t h e l o c a l i z e r c o u r s e , descending, i f n e c e s s a r y , t o
t h e procedure t u r n l e v e l .
(b) F l y beyond t h e o u t e r marker and t h e n make a p r o c e d u r e t u r n on .to t h e inbound
t r a c k of t h e l o c a l i z e r c o u r s e . .
The time of f l i g h t beyond t h e o u t e r marker should be l i m i t e d t o a p e r i o d s u f f i c i e n t t o
e n s u r e t h a t t h e procedure t u r n i s completed below t h e g l i d e p a t h w i t h t h e a i r c r a f t a l i g n e d
inbound on t h e l o c a l i z e r c o u r s e p r i o r t o i n t e r c e p t i n g t h e g l i d e p a t h .
2.3.1.3
F i n a l approach p r o c e d u r e . F l y on t h e inbound t r a c k of t h e l o c a l i z e r c o u r s e
t o i n t e r c e p t t h e g l i d e p a t h a t o r b e f o r e r e a c h i n g t h e o u t e r marker a t t h e l e v e l s p e c i f i e d
f o r t h e p r o c e d u r e , which s h a l l be a t l e a s t 150 m e t r e s (500 f e e t ) above t h e o b s t a c l e c l e a r ance s u r f a c e o r a t l e a s t t h e h e i g h t of t h e g l i d e p a t h a t t h e o u t e r marker whichever i s
h i g h e r . A f t e r i n t e r c e p t i n g t h e g l i d e p a t h descend on t h e g l i d e p a t h t o t h e d e c i s i o n height.
2.3.1.4
Missed approach procedure. .The missed approach p r o c e d u r e should nornially
be made on a t r a c k which i s a s n e a r a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l a p p r o a c h - t r a c k
a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e s a f e t y
of t h e o p e r a t i o n .
Note.-
F o r missed approach p r o c e d u r e s invoZaing a tm, g u i d a n c e material ' b a s e d

upon one S t a t e ' s a p p l i c a t i o n h a s been i n c l u d e d i n Attachment D.
2.3.2
Defined a r e a s and o b s t a c l e c l e a r a n c e s
(See F i g u r e s 2-6 t o 2-9 i n c l u s i v e . )
2.3.2.1
I n i t i a l approach a r e a and o b s t a c l e c l e a r a n c e
2.3.2.1.1
I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l b e a t l e a s t 1 0 naut i c a l m i l e s wide ( 5 n a u t i c a l m i l e s e i t h e r s i d e of t h e predetermined. t r a c k ) . Where navigat i o n a l f a c i l i t i e s a r e a v a i l a b l e which p r o v i d e a v e r y a c c u r a t e t r a c k on i n i t i a l a p p r o a c h ,
t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced.
I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t b e
2.3.2.1.2
made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t . ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d
However, t h i s l e v e l should n o t be lower t h a n t h e l e v e l a t which t h e g l i d e
i n 2.3.2.1.1.
p a t h w i l l b e i n t e r c e p t e d a n d , i f a p r o c e d u r e t u r n i s r e q u i r e d , n o t lower t h a n t h e p r o c e d u r e
turn level.
2.3.2.2
I n t e r m e d i a t e approach ( i n c l u d i n g p r o c e d u r e t u r n ) a r e a and o b s t a c l e c l e a r a n c e
2.3.2.2.1
be a t l e a s t 8 . 5 n a u t i c a l m i l e s measured outwards from t h e o u t e r marker a l o n g t h e l o c a l i z e r
c o u r s e and 8 n a u t i c a l m i l e s wide ( 5 n a u t i c a l m i l e s from t h e c o u r s e on t h e s i d e of t h e procedure t u r n and 3 n a u t i c a l m i l e s on t h e o t h e r s i d e ) . (See F i g u r e 2-7.)
Note. - Where a time l a p s e i s s p e c i f i e d before t h e c a m e n c e m e n t of t h e p r o c e d u r e turn,
t h e leof t h e above a r e a s h o u l d b e i n c r e a s e d by 3.5 n a u t i c a l m i l e s f o r e a c h m i n u t e
specified.
Procedures - A i r c r a f t O p e r a t i o n s
2-28
-
2.3.2.2.2
I n t e r m e d i a t e approach o b s t a c l e c l e a r a n c e . I n t e r m e d i a t e approach s h a l l n o t
b e made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a
d e f i n e d i n 2.3.2.2.1.
2.3.2.3
2.3.2.3.1
F-inal approach a r e a . An a r e a symmetrical a b o u t t h e l o c a l i z e r c o u r s e
e x t e n d i n g from a p o i n t s i t u a t e d a t a d i s t a n c e of D c a l c u l a t e d a s i n 2.3.2.3.2(b) from t h e
t h r e s h o l d t o t h e p o i n t a t which t h e f i n a l approach i s commenced. The f i n a l approach s h a l l
normally b e commenced a t a d i s t a n c e not exceeding 1 5 n a u t i c a l m i l e s from t h e t h r e s h o l d .
The a r e a h a s a c o n s t a n t w i d t h of 600 m e t r e s ( 2 000 f e e t ) from i t s o r i g i n t o a p o i n t 1 060
m e t r e s ( 3 550 f e e t ) b e f o r e t h e t h r e s h o l d . From h e r e t h e a r e a .widens w i t h a s p l a y of 1 5 p e r
c e n t on e i t h e r s i d e t o a t l e a s t 4 n a u t i c a l m i l e s a t a d i s t a n c e of 1 2 . 8 n a u t i c a l m i l e s ,
t h e n c e m a i n t a i n i n g a c o n s t a n t w i d t h t o t h e o u t e r boundary of t h e a r e a . (See F i g u r e 2-6,)
Note 1.- I n the event of D becoming greater than 1 060 metres ( 3 550 f e e t ) the figure
of 1 060 metres ( 3 550 f e e t ) w i l l be used.
Note 2.- The area within which a f u l l scale d e f l e c t i o n of the ILS indicator can be
obtained with a ZocaZizer conforming t o the maximum toZerances specified i n Annex 10 i s
contained within the final approach area.
Note 3. - The final approach area corresponds t o the extended area for instrument
m a y s specified i n Annex 2 4 .
2.3.2.3.2
Firial approach o b s t a c l e c l e a r a n c e . The minimum o b s t a c l e c l e a r a n c e above
o b s t a c l e s w i t h i n ' t h e l i m i t s of t h e f i n a l approach a r e a s h a l l be a s s p e c i f i e d h e r e i n :
( a ) From t h e b e g i n n i n g of f i n a l approach, t h e o b s t a c l e c l e a r a n c e s u r f a c e s h a l l be
t h e h o r i z o n t a l p l a n e whose h e i g h t i s e q u a l t o t h a t of t h e h i g h e s t o b s t a c l e i n t h e
f i n a l approach a r e a , t o t h e p o i n t where t h i s s u r f a c e i n t e r s e c t s t h e p l a n e d e s c r i b e d
under ( b ) h e r e a f t e r ; t h e o b s t a c l e c l e a r a n c e above t h i s p l a n e s h a l l not be l e s s t h a n
150 m e t r e s (500 f e e t ) up t o a p o i n t where t h e o b s t a c l e c l e a r a n c e s u r f a c e i n t e r s e c t s
t h e p l a n e d e s c r i b e d under ( b ) .
(b) Thereafter t h e obstacle clearance surface is contained i n a plane inclined a t
an a n g l e of n o t g r e a t e r t h a n 0.6250 t o t h e h o r i z o n t a l and which i s a t r i g h t a n g l e s
t o t h e v e r t i c a l p l a n e through t h e runway c e n t r e l i n e . T h i s p l a n e i n t e r s e c t s t h e
h o r i z o n t a l p l a n e through t h e t h r e s h o l d i n a l i n e a t r i g h t a n g l e t o t h e runway c e n t r e
l i n e a t a d i s t a n c e D b e f o r e t h e t h r e s h o l d WERE:
D =
(D
15
t a n 0.6250
50
t a n 0.6250
H
-
metres
-tan 0
tan 0
0 = nominal g l i d e p a t h a n g l e i n d e g r e e s ;
0.6250 = w o r s t assumed d e s c e n t p a t h a n g l e ;
H
h e i g h t of t h e nominal g l i d e p a t h o v e r t h e
threshold ( i n metres o r f e e t ) .
The f i n a l approach o b s t a c l e c l e a r a n c e l i m i t i s o b t a i n e d by adding t h e minimum

2.3.2.3.3
v e r t i c a l c l e a r a n c e of 1 5 m e t r e s (50 f e e t ) t o t h e h i g h e s t o b s t r u c t i o n p e n e t r a t i n g t h e p l a n e
d e f i n e d i n 2.3.2.3.2 ( b ) .
(See F i g u r e s 2-8 and 2-9.)

2.3.2.4
Procedures
.-.
. ----
2-29
Missed approach a r e a and o b s t a c l e c l e a r a n c e
2.3.2.4.1
M h s e d approach a r e a . The i n i t i a l p a r t bf t h e missed approach a r e a s t a r t s
a t t h e end of t h e f i n a l a p p r o a c h . a r e a ( i . e . . a t a d i s t a n c e D b e f o r e t h r e s h o l d ) . I t c o n t i n u e s
from t h e r e w i t h a c o n s t a n t w i d t h of 600 metres, ( 2 000 f e e t ) . , t h e r e b e i n g 300 m e t r e s ( 1 000
f e e t ) on e i t h e r s i d e of t h e runway c e n t r e l i n e t o a d i s t a n c e o f ' n d t l e s s t h a n 900 m e t r e s
(3 000 f e e t ) nor normally, more t h a n 1 800 m e t r e s ( 6 000 f e e t ) beyond t h e t h r e s h o l d . A t
t h i s p o i n t t h e f i n a l p a r t of t h e missed approach a r e a commences. T h i s f i n a l p a r t i s a n
a r e a symmetrical a b o u t t h e missed approach t r a c k , e x t e n d i n g a s u f f i c i e n t d i s t a n c e t o e n s u r e
t h a t a n a i r c r a f t climbing a t a g r a d i e n t of 2.5 p e r c e n t (1:40) h a s reached a n a l t i t u d e a t
which o t h e r p r e s c r i b e d o b s t a c l e c l e a r a n c e s (such a s f o r en rou,te o r h o l d i n g ) become e f f e c t i v e . The w i d t h of t h e f i n a l p a r t of t h e missed approach a r e a i s . 6 0 0 m e t r e s ( 2 000 f e e t )
u n t i l i t r e a c h e s 1 800 m e t r e s ( 6 000 f e e t ) beyond t h e t h r e s h o l d o r r e a c h e s t h e runway end
whichever i s t h e l e a s t , then widening w i t h a s p l a y of 26.8 p e r c e n t (15O) on e i t h e r s i d e .
Where p o s i t i v e guidance is provided throughout t h e missed approach p r o c e d u r e , t h e s p l a y
may b e reduced t o a minimum of 17.6 p e r c e n t (10').
(See F i g u r e 2-6,.)
Note.- I n . determining the missed approach area for a i&.rticular s i t e the following
c a n s s i a s are pertinent:
distance from the threshold of 1 800 metres (6 000 f e e t ) for the
f a ) The &mum
cmencement of t h e assumed gradient of 1:40 may be tmduty r e s t r i c t i v e for certain
a i r c r a f t operations and, where t h i s i s so, t h i s point may be varied t o s u i t the
conditions existing, but i n any case the c m e n c i n g point should not be l e s s than
900 metres ( 3 000 f e e t ) from the ttrresfrold.
f b ) The angu2u.r deviations of 10 and 150 attow for average p i l o t - a b i l i t y t o
maintain track during inissed appzwach.
2.3.2.4.2
~ i s s e dapproach o b s t a c l e clearance.. TIie'minimum . v e r , t i c a l c l e a r a n c e above
a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l b e 1 5 metres (50 f e e t ) .
.
,,
-..
The o b s t a c l e c l e a r a n c e l i m i t f o r t h e f i n a l p a r t of t h e missed approach a r e a

2.3.2.4.2.1
. i s determined by assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n
t h e f i n a l p a r t of t h e missed approach a r e a by a t l e a s t 1 5 m e t r e s (50 f e e t ) . T h i s o b s t a c l e
c l e a r a n c e l i m i t (OCL) f o r missed approach s h a l l b e t h e h e i g h t a t which a 1:40 p l a n e , p a s s i n g
a t l e a s t 1 5 m e t r e s (50 f e e t ) above acy o b j e c t ' i n t h e f i n a l p a r t of t h e missed approach a r e a
i n t e r s e c t s i n a . h o r i z o n t a 1 l i n e , a v e r t i c a l p l a n e a t r i g h t a n g l e t o t h e runway c e n t r e l i n e
and s i t u a t e d a t t h e b e g i n n i n g of t h e f i n a l p a r t of t h e missed approach a r e a .
Obstacle clearance l i m i t .
he o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r t h e proce2.3.2.4.3
d u r e s h a l l b e whichever i s t h e h i g h e r of t h a t c a l c u l a t e d f o r f i n a l approach o r t h a t c a l c u l a t e d f o r missed approach.
(See Attachment A f o r guidance.)
'
Note. - For, a given aerodrome, the published obstacle clearance l i m i t s (OCL ' s ) . establ i s h e d r t h e basis of procedures i n 2.3 are related t o the approach, missed approach and
climb characteristics of a marginal performance a i r c r a f t , and t o the asswned adverse performance of the approach system, incZuding both ground and airborne components. States may
therefore consider alternative lower OCL ' s , estab Zished on the basis of actual performance
of the a i r c r a f t or of i t s approach and missed approach system, i f t h i s i s significa)ltly
b e t t e r t o j u s t i f y the modification of the o6stacZe clearance areas, obstacle clearance
surfaces and OCL's.
Procedures
2-30
- Aircraft
Operations
Fig. 2-6
Fig. 2-7
INTERMEDIATE APPROACH AREA
I*
--
CATEGORY I1
. . .
l n t e r k d i a t e Approach Area
Not less than 8.5 NM
For .last part of t h e f i n a l
approach and missed approach
Outer Marker
(o.M. )
Runway
-c--
12.8.m
Not greater than 15 NM
Threshold
11.- Holdinn and Approach-to-Land
Procedures
2-31
2-32
Procedures
- Aircraft
Operations
2.4.2.4.1
Procedures
S p e c i a l procedures, a r e a s and o b s t a c l e c l e a r a n c e s
2-33
P r e c i s i o n Aids
ILS w i t h g l i d e p a t h i n o p e r a t i v e
Procedure. The procedure t o be followed i n u t i l i z i n g an ILS w i t h t h e g l i d e

2.4.1.1
path i n o p e r a t i v e should g e n e r a l l y be s i m i l a r t o t h o s e r e f e r r e d t o i n 2.2.2 o r 2.3.2 except
t h a t when inbound on f i n a l approach on t h e inbound t r a c k of t h e l o c a l i z e r c o u r s e , descent
s h a l l a f t e r p a s s i n g t h e o u t e r marker b e made from t h e l e v e l a t which t h e g l i d e p a t h would
normally be i n t e r c e p t e d . Where.the g l i d e p a t h would normally b e i n t e r c e p t e d i n t h e v i c i n i t y
of t h e o u t e r marker then t h e r a t e of descent should be s i m i l a r t o t h a t which would be obt a i n e d i f t h e g l i d e p a t h were o p e r a t i v e .
2.4.1.2
Defined a r e a s
2.4.1.2.1
F i n a l aporoach area. This a r e a s h a l l i n c l u d e t h e f i n a l approach a r e a a s
defined i n 2.2.2.3.1
and t h e i n i t i a l missed approach a r e a a s defined i n 2.2.2.4.1.
2.4.1.2.2
Hissed approach area.
a r e a a s d e f i n e d i n 2.2.2.4.1.
T h i s a r e a w i l l c o n s i s t of t h e f i n a l missed approach
2.4.1.3
O b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above a l l o b s t a c l e s
w i t h i n t h e f i n a l approach a r e a , o r . d e s i g n a t e d s e c t o r thereof s h a l l be:
( a ) not l e s s t h a n 150 metres (500 f e e t ) above a l l o b s t a c l e s i n t h e f i n a l approach
a r e a from t h e beginning of f i n a l approach t o t h e o u t e r marker;
.
(b) n o t l e s s than 60 metres (200 f e e t ) above a l l o b s t a c l e s i n t h e defined , a r e a

from t h e o u t e r marker t o t h e middle marker;
(c) not l e s s than 60 metres (200 f e e t ) above a l l o b s t a c l e s i n t h e defined a r e a
from t h e middle marker t o t h e end of t h e f i n a l approach a r e a .
Fig. 2-10
I L S (INSTRUMENT LANDING SYSTEM) GLIDE P A T H INOPERATIVE
OUTER
MARKER
MIN.
LEVEL
MIDDLE
MARKER
MIN.
LEVEL
4
60 M (200 FT)
A
I
THRESHOLD

2.5.-
Procedures
2-35
R d a r ( S u r v e i l l a n c e Radar and PAR)
Note.- OnZy PAR approaches dqun t o decision heights of the order of 60 metres
(200
fa
have been considered.
2.5.1
Procedures
General
A1ote.- Detailed procedures regarding the use o f primary radar i n the approach control
service are s e t forth i n Doc 4444-RAC/501, Procedures for A i r Navigqtion Services - Rules
of the A i r and A i r T r a f f i c Services (PANS-RAG).
2,5.1.1
I n i t i a l and i n t e r m e d i a t e 'approach procedure
2.5.1.1.1
The i n i t i a l and i n t e r m e d i a t e prpcedures of a r a d a r approach w i l l . normally
be made from en r o u t e o r t e r m i n a l n a v i g a t i o n f a c i l i t y o r from p o i n t s o n t h e t r a c k between
two such f a c i l i t i e s . The approach w i l l b e made on t r a c k s and at l e v e l s a s d i r e c t e d by t h e
r a d a r c o n t r o l l e r . The' procedure t o b e complied w i t h w i l l normally be a s f o l l o w s :
( a ) Request, o r a c c e p t t h e p r o p o s a l of t h e a p p r o p r i a t e a i r t r a f f i c c o n t r o l u n i t
t o p r o v i d e , a r a d a r approach.
(ti) Communicate w i t h t h e r a d a r c o n t r o l l e r a t t h e time and on t h e frequency i n d i c a t e d

by t h e a i r t r a f f i c c o n t r o l u n i t , s t a t i n g an approximate p o s i t i o n .
(c)
2.5.1.2
Comply w i t h t h e i n s t r u c t i o n s from t h e r a d a r . c o n t r o l l e r .
F i n a l approach procedure
2.5.1.2.1
P r e c i s i o n r a d a r approach.
t r o l l e r , u n t i l reaching decision height.
Comply w i t h t h e d i r e c t i o n s .from t h e r a d a r con-
s u r v e i l l a n c e r a d a r approach. Af t e r i d e i ~ t iifc k t i o n comply with t h e d i r e c t i o n s

2.5.1..2.2
from t h e r a d a r c o n t r o l l e r , a d j u s t i n g h e i g h t . i n accordance with p r e , s c r i b e d procedures u n t i l
reaching t h e p o i n t a t which t h e s u r v e i l l a n c e r a d a r approach' i s ternhinated.
2.5.1.3
Missed approach procedure
The missed approach procedure should normally be made on a t r a c k which i s

2.5.1.3.1
a s n e a r a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach t r a c k . a f t e r d u e . c o n s i d e r a t i o n of
o b s t r u c t i o n s , t e r r a i n and o t h e r . f a c t o r s i n f l u e n c i n g t h e s a f e t y of t h e o p e r a t i o n .
2.5.2
~ e f i i e da r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-11 and 2-12.)
2.5.2.1
~ n i t i a and
l
i n t e r m e d i a t e approach a r e a
. .
T h e i n i t i a l and i n t e r m e d i a t e approach a r e a s h a l l be a t l e a s t 1 0 n a u t i c a l
2.5.2.1.1
m i l e s wide, 5 n a u t i c a l m i l e s on e i t h e r s i d e of any t r a c k s u i t a b l e f o r u s e under r a d a r ,
c o n t r o l l e r d i r e c t i o n u n t i l t h e commencement of t h e f i n a l approach. Where n a v i g a t t o n a l
f a c i l i t i e s a r e a v a i l a b l e which p r o v i d e a very. a c c u r a t e t r a c k on i n i t i a l approach, t h e
d i s t a n c e of 5 n a u t . i c a l m i l e s s p e c i f i e d above may be reduced.
2-36
Procedures
2.5.2.2
I n i t i a l and intermediate approach obstacle clearance

'
2.5.2.2.1
The l n i t ' i a l and intermediate approach s h a l l not be made below a height of
300 metres ( 1 006 f e e t ) above a l l obstacles w i t h i n t h e area described i n 2.5.2.1.1.
2.5.2.3
F i n a l approach area and o b s t a c l e clearance
2.5'.2.3.1
P r e c i s i o n radar approach
2.5.2.3.1.1
F i n a l a p ~ r o a c harea. The f i n a l approach area s h a l l be an area symmetrical
about t h e prescribed t r a c k extending from a point s i t u a t e d a d i s t a n c e of 60 metres (200
f e e t ) from t h e threshold t o t h e point a t which t h e f i n a l approach i s commenced. The f i n a l
approach normally s h a l l be commenced a t a d i s t a n c e not exceeding 1 0 n a u t i c a l miles from
t h e ' threshold. The a r e a s h a l l increase uniformly i n width from a t least 300 metreE ( 1 000
f e e t ) a t a d i s t a n c e ~f 60 metres (200 f e e t ) from t h e threshold t o a t l e a s t 3 n a u t i c a l miles
a t a d i s t a n c e of 10 n a u t i c a l miles from t h e threshold.
2.5.2.3.1.2
F i n a l approach obstacle clearance. The f ollaving requirements f o r o b s t a c l e
clearance w i t h i n t h e designated s e c t o r s s h a l l be observed.
(a) A r i n & . v i x t i e a ~ ciearance of not l e s s than 150 metres (500 f e e t ) above
o b s t a c l e s w i t h i n t h e f i n a l approach' a r e a from t h e beginning of t h e f i n a l approach
t o t h e p o i n t a t which t h e f l i g h t p a t h i n t e r c e p t s t h e descent path, thence decreasing
u n i f o r r l y t o 36 metres (120 f e e t ) a t t h e point a t which t h e descent path is 36 metres
(120 feet)...&qye: a e r o d r m e elevation;
, .
..
(b) Prop t h e p o i n t a t which t h e descent path is 36 metres (120 f e e t ) a b w e aerodrome e l e v a t i o n t h e clearance above a l l obstacles w i t h i n t h e f i n a l approach a r e a .
normally diminishes gradually .from a value of 36 metres (120 f e e t ) . ' For p a r t i c u l a r
operations t h i s gradual reduction i n v e r t i c a l clearance,inay be deemed acceptable
having r e g a r d t o t h e accuracy with which t h e a i r c r a f t can be flown.
Note.- fizse charjance requirements can normaZZy be met i f the same obstacZe
clearance surface (OCS) recamended for ILS i s used. Operatiom2 rules should be eetabZished t o ensure that aircraft executing approaches under precision approach radar a h e
do not descend b e t a , a path lower than that t o which these obstacle cteamnces a p p l y .
2.5.2.3.2
- Surveillance radar approach
~ i n r i lapproach a r e a . An a r e a symmetrical about t h e prescribed track

2.5.2.3.2.1
extending out from touchdam f o r a d i s t a n c e of 8.5 n a u t i c a l miles on - t h e approach s i d e
and 0.5 n a u t l c a l miles i n t h e d i r e c t i o n of t h e missed approach. The area i s a t -least 2.5
n a u t i c a l miles wide f o r 2 n a u t i c a l miles on t h e f i n a l approach s i d e , thence increasing
uniformly in width t o a t l e a s t 5 n a u t i c a l miles a t the outer boundary.
'
2.5.2.3.2.2
F i n a l apprdach o b s t a c l e clearance. A minimum v e r t i c a l ' clearance ab&e
obstacles w i t h i n t h e f i n a l approach area of not l e s s than 150 metres (500 f e e t ) a t t h e
outer boundary of t h e area decreasing uniformly t o 90 metres (300 f e e t ) a t a distance of
4 n a u t i c a l miles from touchdown and t o 60 metres (200 f e e t ) from t h e r e to. the point a t
which t h e descent path i s 60 metres (200 f e e t ) above t h e aerodrdme elevation remaining
constant from t h e r e t o t h e end of t h e f i n a l approach a r e a s h a l l be observed.
11.- Holding and Approach-to-.Land
Procedures
2.5.2.4
Missed approath a r e a and o b s t a c l e c l e a r a n c e
2.5.2.4.1
P r e c i s i o n r a d a r approach
-- 2-3?
2.5.2.4.1.1
Missed approach a r e a . The i n i t i a l p a r t of t h e missed approach a r e a s t a r t s
a t t h e p o i n t where t h e f i n a l approach a r e a h a s a width of 600 me,tres ( 2 000 f e e t ) and cont i n u e s a t t h e width t o 60 metres (200 f e e t ) beyond t h e upwind end of t h e runway a t which
p o i n t t h e f i n a l p a r t of t h e missed approach a r e a commences. The f i n a l p a r t i s a n a r e a
symmetrical about t h e missed approach t r a c k extending a s u f f i c i e n t d i s t a n c e t o e n s u r e t h a t
a n a i r c r a f t climbing a t a g r a d i e n t of 1:40 h a s reached an a l t i t u d e a t which o t h e r p r e s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r h o l d i n g ) become e f f e c t i v e . I n width t h e a r e a
i n c r e a s e s uniformly from t h e width of t h e i n i t i a l p a r t a t a r a t e given by an a n g u l a r deviat i o n on e i t h e r s i d e of t h e missed approach t r a c k of t h e o r d e r of 15'.
Note. - I n determining t h e missed approach area a t a particular s i t e t h e fol?,mling

considerations are pertinent:
f a ) the asswned gradient of 2 : 4 0 may be r e s t r i c t i v e for c e r t a i n types of a i r c r a f t
and may need t o be varied accordingly;
(bJ the angukzr deviation of 150 allows for average p i t o t a b i l i t y t o maintain track
and asswnes t h a t even i f track guidance i s avaiZabZe the d i s t r a c t i o n s associated
with missed approach may frequent23 prevent fuZZ use being made of such guidance.
2.5.2.4.1.2
2.5.2.4.1.2.1
The o b s t a c l e c l e a r a n c e l i m i t f o r f i n a l p a r t of t h e missed approach a r e a i s
determined by assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e
f i n a l p a r t of t h e missed approach a r e a by a t l e a s t 30 metres (100 f e e t ) . This o b s t a c l e
c l e a r a n c e l i m i t (OCL) f o r missed approach s h a l l be t h e h e i g h t a t which a 1:40 p l a n e a t
r i g h t a n g l e s t o t h e v e r t i c a l p l a n e c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g
a t l e a s t 30 metres (100 f e e t ) above any o b j e c t i n t h e f i n a l p a r t of t h e missed approach
a r e a i n t e r s e c t s a v e r t i c a l p l a n e a t r i g h t a n g l e s t o t h e runway c e n t r e l i n e and a t 60 m e t r e s
(200 f e e t ) from t h e runway end.
2.5.2.4.2
S u r v e i l l a n c e r a d a r approach
2.5.2.4.2.1
Missed approach a r e a . An a r e a symmetrical about t h e
approach t r a c k extending from t h e end of t h e f i n a l approach a r e a i n
missed approach f o r a d i s t a n c e of 6.5 n a u t i c a l m i l e s and i n c r e a s i n g
from 2.5 n a u t i c a l m i l e s a t t h e end of t h e f i n a l approach a r e a t o a t
a t t h e o u t e r boundary of t h e missed approach a r e a .
p r e s c r i b e d missed
t h e d i r e c t i o n of t h e
uniformly i n width
l e a s t 5 nautical miles
2.5.2.4.2.2
2.5.2.4.2.2.1
The o b s t a c l e c l e a r a n c e 1 i m i t . f o r t h e missed approach a r e a i s determined by
assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e missed approach
a r e a by a t l e a s t 30 metres (100 f e e t ) . This o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r missed
approach s h a l l be t h e h e i g h t a t which a 1:40 p l a n e a t r i g h t a n g l e s t o t h e v e r t i c a l p l a n e
c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g a t l e a s t 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l p l a n e a t r i g h t a n g l e s t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach a r e a .
3-38
2.5.3
Procedures - A i r c r a f t Operations
S p e c i a l procedures, a r e a s and o b s t a c l e c l e a r a n c e s
When s u r v e i l l a n c e r a d a r i s not a v a i l a b l e an instrument approach procedure

2.5.3.1
u t i l i z i n g p r e c i s i o n approach r a d a r (PAR) a l o n e is p e r m i s s i b l e provided t h a t non-radar navig a t i o n a i d s a r e a v a i l a b l e and a r e such t h a t a i r c r a f t a r e c o n s i s t e n t l y guided by them t o
p o i n t s w i t h i n the coverage a r e a of t h e PAR. To prevent m i s i d e n t i f i c a t i o n such a i d s should
p r e f e r a b l y be l o c a t e d w i t h i n t h e range of t h e PAR. When PAR a l o n e i s used f o r approach,
t h e procedures ,-a r e a s and o b s t a c l e c l e a r a n c e s s p e c i f i e d f o r t h e non-radar n a v i g a t i o n a i d
w i l l apply f o r t h e i n i t i a l and i n t e r m e d i a t e approach, and t h e procedures, a r e a s and o b s t a c l e
c l e a r a n c e s s p e c i f i e d f o r a p r e c i s i o n r a d a r approach w i l l apply f o r t h e f i n a l approach.
2-39
2-40
Procedures
Aircraft Operations

2.6.-
Procedures
2-41
VOR (VHF Omnidirectional Radio Range)
Procedure "A"
Note 1.- This procedure i s t h e b a s i c procedure and i s applicable when a procedure

t u r n i s included and there i s no suitable secondary f i x located on t h e final approach t r a c k .
Note 2.- Attachment E gives guidance on the modification o f instrument approach procedures based on non-precision radio navigation a i d s located on tAe runway centre l i n e t o
permit procedures using similar radio navigation a i d s located o f f s e t from t h e runway centre
line.
2.6.1
Procedures
- General
2.6.1.1
I n i t i a l approach procedure. I n i t i a l approach t o t h e f a c i l i t y w i l l normally
be made i n accordance with e n r o u t e procedures.
2.6.1.2
I n t e r m e d i a t e approach procedure ( i n c l u d i n g procedure t u r n ) . A f t e r t h e
i n i t i a l approach over t h e f a c i l i t y , f l y on t h e outbound t r a c k of t h e f i n a l approach t r a c k
descending i f necessary t o t h e procedure t u r n a l t i t u d e and t h e n make a procedure t u r n on
t o t h e inbound t r a c k of t h e f i n a l approach t r a c k . The time of outbound f l i g h t should b e
l i m i t e d t o ensure t h a t t h e procedure t u r n i s completed w i t h i n t h e i n t e r m e d i a t e approach
a r e a a t t h e a l t i t u d e s p e c i f i e d and a t a p o s i t i o n from which t h e f i n a l approach can be
commenced.
2.6.1.3
F i n a l a ~ p r o a c hprocedure. Descend on t h e f i n a l approach t r a c k t o t h e
p r e s c r i b e d a l t i t u d e w e r t h e f a c i l i t y , thence descending on t h e p r e s c r i b e d t r a c k t o t h e
d e c i s i o n h e i g h t . Where t h e f a c i l i t y i s n o t s u i t a b l y l o c a t e d i n r e l a t i o n t o t h e aerodrome
f o r t h i s procedure t o be followed, d e s c e n t t o t h e d e c i s i o n h e i g h t may b e made p r i o r t o
reaching t h e f a c i l i t y .
Note.- I t i s necessary t h a t the time inbound t o t h e f a c i l i t y should be such t o ensure

t h a t the a i r c r a f t under average conditions w i l l , i n fact, reach t h e a l t i t u d e s p e c i f i e d a t
or before reaching the f a c i l z t y and a l s o should be a t l e a s t one minute t o p e m i t the proper
establishment of track.
2.6.1.4
.
Missed approach procedure.
The missed approach procedure normally should
be made on a t r a c k which i s a s n e a r l y a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach
t r a c k a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e
s a f e t y of t h e o p e r a t i o n . A missed approach must be i n i t i a t e d p r i o r t o e n t e r i n g t h e missed
approach a r e a .
2.6.2
(See F i g u r e 2-13.)
2.6.2.1
2.6.2.1.1
I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 10 naut i c a l m i l e s wide ( 5 . n a u t i c a l miles e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t a v e r y a c c u r a t e t r a c k c a n b e flown on an i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced i f j u s t i f i e d by experience.
2.6.2.1.2
I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t be made
below a h e i g h t of 300 metres ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d i n
However, t h i s a l t i t u d e should not b e lower t h a n t h e a l t i t u d e a t which t h e
2.6.2.1.1.
f a c i l i t y w i l l be crossed on f i n a l approach and, i f a procedure t u r n i s r e q u i r e d , n o t lower
t h a n t h e procedure t u r n a l t i t u d e
2-42
Procedures
2.6.2.2
I n t e r m e d i a t e approach ( i n c l u d i n g procedure t u r n ) a r e a and o b s t a c l e c l e a r a n c e
2.6.2.2..1
be 12 n a u t i c a l m i l e s long measured from t h e f a c i l i t y outwards along t h e p r e s c r i b e d f i n a l
approach t r a c k and 9 n a u t i c a l m i l e s wide (5 n a u t i c a l m i l e s on t h e s i d e of t h e procedure
t u r n and 4 n a u t i c a l miles on t h e o t h e r s i d e ) . This a r e a i s c a l c u l a t e d t o c o n t a i n a i r c r a f t
.f $ying,,f qr, 9ne-pinq.te beyond t h e f a c i l i t y on t h e outbound t r a c k of t h e f i n a l approach t r a c k
p r i o r t o commencing t h e procedure t u r n . Normally f o r each a d d i t i o n a l minute of outbound
f l i g h t t h e l e n g t h of t h e a r e a should be i n c r e a s e d by 3.5 n a u t i c a l miles.
2.6.2.2.2
I n t e r m e d i a t e approach o b s t a c l e c l e a r a n c e . I n t e r m e d i a t e approach s h a l l not
be made below a h e i g h t of 300 metres ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n an a r e a defined
i n 2.6.2.2.1.
2.6.2.3
2.6.2.3.1
F i n a l approach a r e a . An a r e a symmetrical about t h e f i n a l approach t r a c k
normally extending o u t from t h e f a c i l i t y f o r normally a d i s t a n c e of a t l e a s t 15 n a u t i c a l
m i l e s i n c r e a s i n g uniformly i n width from a t l e a s t 2.5 n a u t i c a l m i l e s a t t h e f a c i l i t y t o
a t l e a s t 8 n a u t i c a l m i l e s a t a d i s t a n c e of 1 0 n a u t i c a l m i l e s thence maintaining a c o n s t a n t
w i d t h of 8 n a u t i c a l m i l e s t o t h e o u t e r boundary of t h e f i n a l approach a r e a . When t h e
f a c i l i t y is l o c a t e d o f f t h e aerodrome, t h e f i n a l approach a r e a s h a l l be extended from t h e
f a c i l i t y t o t h e f u r t h e r boundary of t h e aerodrome, and s h a l l have a width of 2.5 n a u t i c a l
m i l e s a t t h e f a c i l i t y i n c r e a s i n g uniformly a t t h e r a t e given by a divergence of 5' from
. t h e f i n a l approach t r a c k on each s i d e .
2.6.2.3.2
F i n a l approach o b s t a c l e c l e a r a n c e . The minimum'vertical c l e a r a n c e above
a l l o b s t a c l e s w i t h i n t h e f i n a l approach a r e a s h a l l b e a s follows:
Distance of faci Zity

from approach end
of aerodrome
fnauticaZ miZesJ
On aerodrome o r when s i t e d
beyond f u r t h e r boundary of
aerodrome a t a d i s t a n c e of
n o t more t h a n 4 n a u t i c a l
miles
.
Minirmun vertica Z cZearance

From outer boundary
From f a c i l i t y t o
of final approach
cononencement of
area t o f a c i l i t y
missed approach area
90 m (300 f t )
..
On aerodrome
up t o 4 m i l e s
4
6
90 m (300 f t )
60 m (200 f t )
6 miles
150 m (500 f t )
90 m (300 f t )
8 miles
150 m (500 f t )
120 m (400 f t )
10 miles
150 m (500 f t )
150 m (500 f t )

2.6.2.4
Procedures
2-43
2.6.2.4.1
Missed approach a r e a . An a r e a symmetrical about t h e missed approach t r a c k
extending a s u f f i c i e n t d i s t a n c e from t h e end of t h e f i n a l approach a r e a t o e n s u r e t h a t a n
a i r c r a f t climbing a t a g r a d i e n t of 1:40 has reached a n a l t i t u d e a t which o t h e r p r e s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r e n r o u t e o r holding) become e f f e c t i v e . The width of t h e
a r e a i n c r e a s e s uniformly from t h e width of t h e end of t h e f i n a l apbroach a r e a a t a r a t e
given by an a n g u l a r d e v i a t i o n on e i t h e r s i d e of t h e p r e s c r i b e d missed \approach t r a c k of
t h e o r d e r of 15O.
Note.- In determining the missed approach area a t a partirmtar s i t e t h e foZZowing

f a ) The assumed gradient of 1:40 may be r e s t r i c t i v e for certain a i r c r a f t operations
and may need t o be varied accordingty;
f b ) The angular deviation of 15' atlows for average p i t o t a b i l i t y t o maintain track
and assumes t h a t even i f back track guidance i s availabte -the d i s t r a c t i o n s associated
with missed approach may frequently prevent f u l l use being made of such guidance.
2.6.2.4.2
a l l o b s t a c l e s i n t h e missed approach a r e a s R a l l be 30 metres (100 f e e t ) .
2.6.2.4.2.1
The o b s t a c l e c l e a r a n c e l i m i t f o r t h e missed approach a r e a i s determined by
a r e a by a t l e a s t 30 metres (100 f e e t ) . This o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r missed
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a 1 , p l a n e a t r i g h t a n g l e s t o t h e
2-44
Procedures
Aircraft Operations

2.7.-
procedures
2-45
VOR (VHF O m n i d i r e c t i o n a l Radio ~ a n g e )- Procedure "'B"
Note I . - This procedure is an azternative procedure and is appZicabZe when a base
turn i s included and there i s no suitable secondary f i x located on the final approach track.
PJote 2.- Attachment E gives guidance on the modification of instrument approach procedures based on non-precision radio navigation aids located & the runway centre l i n e - t o
pemnit procedures using similar radio navigation aids located o f f s e t from th-runway centre
Zine
2.7.1
Procedures
- General
I n i t i a l approach procedure. I n i t i a l approach t o t h e f a c i l i t y w i l l ' n o r m a l l y

2.7.1..1
b e made i n accordance w i t h en r o u t e p r o c e d u r e s .
~ n t e r m e d i tae . and f i n a l approach procedures
2.7.1.2
(a)
Commence approach o v e r t h e f a c i l i t y a t t h e p r e s c r i b e d a l t i t u d e ;
(b) F l y on t h e p r e s c r i b e d o u t b o u n d l t r a c k descending i f n e c e s s a r y t o t h e b a s e t u r n
a l t i t u d e and t h e n mike t h e b a s e t u r n t o h e a d - t h e a i r c r a f t towards t h e f a c i l i t y on
the prescribed track;
(c)
From t h e f a c i l i t y descend on t h e p r e s c r i b e d t r a c k t o t h e d e c i s i o n h e i g h t .
2.7.1.2.1
The t i m e of f l i g h t outbound from t h e f a c i l i t y should b e l i m i t e d t o t h e
p e r i o d s u f f i c i e n t t o e n s u r e t h a t t h e b a s e t u r n i s completed a t a d i s t a n c e which p e r m i t s
d e s c e n t from t h e b a s e t u r n a l t i t u d e t o t h e a l t i t u d e s p e c i f i e d . a t o r . p r i o r t o r e a c h i n g t h e
facility.
@.- The angle between the outbound and the inbound tracks i s determined by the
fornnLa 36/t, where t i s the outbound specified time, eqressed i n minutes.
.2.7.1.2.2
Where. t h e f a c i l i t y i s n d t s u i t a b l y s i t e d - i n r e l a t i c i n t o t h e ' a e r o d r o m e f o r
t h e procedures i n 2.7.1.2,(c) t o b e f o l l o w e d , d e s c e n t t o t h e d e c i s i o n h e i g h t - m a y b e comp l e t e d b e f o r e p a s s i n g o v e r t h e f a c k l i t p o n . t h e f i n a l approach.
Note.- I t i s necessary that thz? time inbound t o the f a c i l i t y should be such as t o

ensure that the aircraft under average conditions w i l l , in' fact, reach the a l t i t u d e
specified a t or before reaching the f a c i l i t y and also shouZd be at' least one minute t o
permit the proper establishment of track.
2.7.1.3
Missed approach procedure. The missed approach p r o c e d u r e normally s h o u l d
be mgde on s t r P c k which i s a s n e a r l y as. p o s s i b l e a . cont'inuation o f : t h e . f i n a l a p p r o a c h
t r a c k a f t e r due 'considerat'ion. of o b s t r u c t i o n s , t e r r a i n and o t h e r . f a c t o r s . i n f l u e n c i n g t h e
s a f e t y ' of t h e o p e r a t i o n . A missed approach must b e i n i t i a t e d ~ r i o rt o : e n t e r i n s t h e missed
approach a r e a .
2-46
Procedures
- Aircraft
Operations
!
!
!
c'
!
!
m:
"
~
L ONE
Y
TYPE OF HOLDING PATTERN I S . I L L U ~ T R A T E D .
HOLDING
APPROACH-TO-LAND
2.7.2
Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e 2-14.)
2.7.2.1
I n i t i a l approach a r e a .and o b s t a c l e c l e a r a n c e
I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 1 0 nau2.7.2.1.1

t i c a l m i l e s wide (5 n a u t i c a l m i l e s e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t a v e r y a c c u r a t e t r a c k can b e flown on a n i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may b e r e d u c e d ' i f j u s t i f i e d by e x p e r i e n c e .
I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t b e made
2.7.2.1.2
below a h e i g h t of 300' m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d i n
However, t h i s a l t i t u d e s h o u l d n o t b e lower t h a n t h e a l t i t u d e a t which t h e f a 2.7.2.1.1.
c i l i t y w i l l b e c r o s s e d on f i n a l approach and, i f a b a s e t u r n is r e q u i r e d , n o t lower t h a n
t h e b a s e t u r n a 1t i tude.
11.- Holding -and Approach-to-Land
:Procedures
2-47
I n t e r m e d i a t e a p p r o a c h . ( i n c l u d i n g base t u r n ) a r e a and o b s t a c l e c l e a r a n c e
.
.
2.7.2.2.1
Defined a r e a . A s e c t o r of a c i r c l e c e n t r e d on t h e f a c i l i t y , symmetrical
about t h e b i s e c t o r of t h e outbound and inbound t r a c k , w i t h ' a n a n g l e of 20 + 3 6 / t and a
r a d i u s of 3.5 .t.+1 . 5 n a u t i c a l miles. T h i s secto'r s h a l l be extended i n a l l d i r e c t i o n s by
an envelope a r e a - w i t h 2 n a u t i c a l m i l e s width.
2.7.2.2
2.7.2.2;2
I n t e r m e d i a t e approach o b s t a c l e c l e a r a n c e . I n t e r m e d i a t e approach sh'all n o t
be made below a h e i g h t of 300 metres ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a
d e f i n e d i n 2.7.2.2.1.
2.7.2.3
2.7.2.3.1
F i n a l approach a r e a . A s e c t o r of t h e c i r c l e c e n t r e d on t h e f a c i l i t y , symm e t r i c a l about t h e f i n a l approach t r a c k w i t h a n ' a n g l e of 20 and a r a d i u s of 3.5 t + 1
n a u t i c a l m i l e ; t h i s s e c t o r s h a l l be extended on e i t h e r s i d e by 1 . 2 5 n a u t i c a l m i l e s . When
t h e f a c i l i t y i s l o c a t e d off t h e aerodrome, t h e f i n a l approach a r e a s h a l l b e extended from
t h e f a c i l i t y t o t h e f u r t h e r boundary of t h e aerodrome, and s h a l l have a width of 2.5 naut i c a l m i l e s a t t h e f a c i l i t y i n c r e a s i n g uniformly a t t h e r a t e g i v e n by a d i v e r g e n c e of 5'
from t h e f i n a l approach t r a c k on each s i d e . Normally f o r one minute of outbound f l i g h t
t h e l e n g t h of t h e a r e a should b e i n c r e a s e d by 3.5 n a u t i c a l m i l e s and its w i d t h should
m a i n t a i n t h e r a t e of i n c r e a s e e s t a b l i s h e d f o r .the ' a r e a .
F i n a l approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above
2.7.2.3.2 . - a l l o b s t a c l e s w i t h i n t h e f i n a l appr.oach a r e a s h a l l b e a s f o l l o w s :
Distance .of f a d Zity

from approach end
of aerodrome
fnuuticaZ miles)
.
.
~ i n i m w nv e r t i c a l clearance
From outer boundary
of final approach
cononencement of
,
On aerodrome o r 'when s i t e d
miles
On aerodrome
up t o 4 m i l e s
4
8 6
90 m (300 f t )
90 m (300 f t )
60 m (200 f t )
6 miles
150 m (500 f t )
90 m (300 f t )
8 miles
150 m (500 f t )
120
10 miles
150 m (500 f t )
150 m (500 f t )
(400 f t )
I
2-48
Procedures

2.7.2.4.1
e x t e n d i n g a s u f f i c i e n t d i s t a n c e from t h e end of t h e f i n a l approach a r e a t o ensure t h a t an
a i r c r a f t climbing a t a g r a d i e n t of 1:4b h a s reached a n a l t i t u d e a t which o t h e r p r e s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r h o l d i n g ) become e f f e c t i v e . The width of t h e
a r e a , i n c r e a s e s uniformly from t h e width of t h e end of t h e f i n a l approach a r e a a t a r a t e
given by an a n g u l a r d e v i a t i o n on e i t h e r s i d e of t h e p r e s c r i b e d missed approach t r a c k of
t h e o r d e r of 15'.
Note.-.In detemining the missed approach area a t ' a particutar s i t e the foZZowing
( a ) the asswned gradient of 1:40 may be r e s t r i c t i v e for'certain a i r c r a f t operations
and may need t o be varied accordingty;
( b ) . t h e angular deviation o f ' 15' allows for average pilot a b i l i t y t o maintain track
and assumes that even i f back track guidance is au&iZabZe the distractions associated
with missed approach may frequsntty prevent f u l l use being made of such guidance.
2.7.2.4.2
a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l b e 30 metres (100 f e e t ) .
2.7.2.4.2.1
The o b s t a c l e c l e a r a n c e l i m i t f o r . t h e missed approach a r e a is determined by
assuming a missed .approach climb g r a d i e n t t h a t c l e a r s . a l l o b s t a c l e s i n t h e missed approach
a r e a by a t l e a s t . 3 0 metres (100 f e e t ) . This o b s t a c l e c l e a r a n c e l i m i t (oCL) f o r missed
approach s h a l l be t h e h e i g h t a t which a 1:40 p l a n e a t r i g h t a n g l e s t o t h e v e r t i c a l plane
Procedures
2-49
2-50
Procedures
2.8.-
Non-Directional
Radio Beacon
- Aircraft
Operations
Procedure "A"
Note 1.- This procedure i s the basic procedure and i s applicable when a procedure
turn i s included and there i s no suitable secondary f i x located on the final approach track.
Note 2.- Attachment E gives guidance on the modification of instrument approach procedures based on non-precision radio navigation aids located on the runway centre Zine t o
p e m i t procedures using sirnilax radio navigation aids located o f f s e t from t h e runway centre
line.
2.8.1
Procedures
General
2.8.1.1
b e made i n accordance w i t h e n r o u t e p r o c e d u r e s .
2.8.1.2
I n t e r m e d i a t e approach procedure ( i n c l u d i n g p r o c e d u r e t u r n ) . A f t e r t h e
i n i t i a l approach o v e r t h e f a c i l i t y , f l y on t h e outbound t r a c k of t h e f i n a l approach t r a c k
d e s c e n d i n g i f n e c e s s a r y t o t h e p r o c e d u r e t u r n a l t i t u d e , and t h e n make a procedure t u r n on
t o t h e inbound t r a c k of t h e f i n a l approach t r a c k . The t i m e of outbound f l i g h t should be
l i m i t e d t o e n s u r e t h a t t h e p r o c e d u r e t u r n is completed w i t h i n t h e procedure t u r n a r e a a t
t h e a l t i t u d e s p e c i f i e d and a t a p o s i t i o n from which t h e f i n a l approach c a n be commenced.
2.8.1.3
~ i n a approach
l
procedure. Descend on t h e f i n a l approach t r a c k t o t h e
p r e s c r i b e d a l t i t u d e o v e r t h e f a c f l i t y , t h e n c e descending on t h e p r e s c r i b e d t r a c k t o t h e
d e c i s i o n h e i g h t . Where t h e f a c i l i t y i s n o t s u i t a b l y s i t e d i n r e l a t i o n t o t h e aerodrome
f o r t h i s procedure t o b e f o l l o w e d , d e s c e n t t o t h e d e c i s i o n h e i g h t may b e made p r i o r t o
reaching t h e f a c i l i t y .
Note.- I t i s necessary that the time inbound t o the f a c i l i t y should be such t o ensure
t h a t t z i r c r a f t under average conditions will, i n fact, reach the a l t i t u d e specified a t
or before reaching the f a c i l i t y and also should be a t l e a s t one minute t o p e n i t the proper
Missed approach p r o c e d u r e .
2.8.1.4
The missed approach procedure normally should be
made on a t r a c k which i s a s n e a r l y a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach t r a c k
a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e s a f e t y
of t h e o p e r a t i o n . A missed approach must b e i n i t i a t e d p r i o r t o e n t e r i n g t h e missed approach
area.
.
-.
2.8.2
(See F i g u r e 2-15.)
2.8.2.1
I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 1 0 nau2.8.2.1.1

t i c a l m i l e s wide ( 5 n a u t i c a l m i l e s e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t a v e r y a c c u r a t e t r a c k c a n b e flown on a n i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced i f j u s t i f i e d by e x p e r i e n c e
I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t b e made

2.8.2.1.2
below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d i n
However, t h i s a l t i t u d e s h o u l d n o t b e lower t h a n t h e a l t i t u d e a t which t h e f a 2.8.2.1.1.
c i l i t y w i l l b e c r o s s e d on f i n a l approach and, i f a p r o c e d u r e t u r n i s r e q u i r e d , n o t lower
than t h e procedure t u r n a l t i t u d e .
11.- Ilo !.-d i n g and Approach-to-Land

2.8.2.2
P r o cedures
2-51
I n t e r m e d i a t e approach ( i n c l u d i n g p r o c e d u r e t u r n ) a r e a and o b s t a c l e c l e a r a n c e
2.8.2.2.1
be 1 2 n a u t i c a l m i l e s l o n g measured from t h e f a c i l i t y outwards a l o n g t h e p r e s c r i b e d f i n a l ,
approach t r a c k and 9 n a u t i c a l m i l e s w i d e ( 5 n a u t i c a l m i l e s on t h e s i d e of t h e p r o c e d u r e
t u r n and 4 n a u t i c a l m i l e s on t h e o t h e r s i d e ) . T h i s a r e a i s c a l c u l a t e d t o c o n t a i n a i r c r a f t
f l y i n g f o r one minute beyond t h e f a c i l i t y on t h e outbound t r a c k of t h e f i n a l approach t r a c k
p r i o r t o commencing t h e p r o c e d u r e t u r n . Normally f o r each a d d i t i o n a l minute of outbound
f l i g h t t h e l e n g t h of t h e a r e a should b e i n c r e a s e d by 3 . 5 n a u t i c a l m i l e s .
2.8.2.2.2
be made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a
d e f i n e d i n 2.8.2.2.1.
2.8.2.3
2.8.2.3.1
F i n a l approach a r e a . An a r e a symmetrical a b o u t t h e f i n a l approach t r a c k
normally e x t e n d i n g o u t from t h e f a c i l i t y f o r a d i s t a n c e of a t l e a s t 1 5 n a u t i c a l m i l e s
i n c r e a s i n g uniformly i n w i d t h from a t l e a s t 3 n a u t i c a l m i l e s a t t h e f a c i l i t y t o a t l e a s t
8 n a u t i c a l m i l e s a t a d i s t a n c e of 1 0 n a u t i c a l m i l e s , t h e n c e m a i n t a i n i n g a c o n s t a n t w i d t h
of 8 n a u t i c a l m i l e s t o t h e o u t e r boundary of t h e f i n a l approach a r e a . When t h e f a c i l i t y
i s l o c a t e d o f f t h e aerodrome t h e f i n a l approach a r e a s h a l l b e extended from t h e f a c i l i t y
t o t h e f u r t h e r boundary of t h e aerodrome and s h a l l have a w i d t h of 3 n a u t i c a l m i l e s a t t h e
f a c i l i t y i n c r e a s i n g u n i f o r m l y a t t h e r a t e g i v e n by a d i v e r g e n c e of 10' from t h e f i n a l
approach t r a c k on each s i d e .
2.8.2.3.2
a l l o b s t a c l e s w i t h i n t h e f i n a l approach a r e a s h a l l b e a s f o l l o w s :
Distance of f a c i l i t y
from approach end
of aerodrome
(nautical m i Zes)
Minimum v e r t i c a l clearance
From outer boundary
commencement of
of final approach
miles
90 m (300 f t )
On aerodrome
up t o 4 m i l e s
90 m (300 f t )
60 m (200 f t )
150 m (500 f t )
90 m (300 f t )
4 - 6 miles
8 miles
150 m (500 f t )
120 m (400 f t )
10 miles
1 5 0 m (500 f t )
1 5 0 m (500 f t )
2-52
2.8.2.4
Procedures
- Aircraft
Operations
Missed approach a r e a and o b s t a c l e clearance
2.8.2.4.1
extending a s u f f i c i e n t d i s t a n c e from t h e end of the f i n a l approach a r e a t o ensure t h a t an
a i r c r a f t climbing a t a g r a d i e n t of 1:40 has reached an a l t i t u d e a t which o t h e r prescribed
o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r holding) become e f f e c t i v e . The width of the
a r e a i n c r e a s e s uniforml-- from t h e width of t h e end of t h e f i n a l approach area a t a r a t e
given by an angular d e v i a t i o n on e i t h e r s i d e of t h e prescribed missed approach t r a c k of
Note.- I n determining the missed approach area a t a particular s i t e the fottming

f a ) m e asswned gradient of 1:40 may be r e s t r i c t i v e for certain aircraft operations
( b ) m e angular deviation of lsO allows for averwe pilot a b i l i h t o maintain track
and asswnes that even i f back track guidance i s available the distractions associated
with missed approach may frequently prevent f u l l use being made of such .guidance.
2.8.2.4.2
Missed approach o b s t a c l e clearance. The minimum v e r t i c a l clearance above
a l l o b s t a c l e s i n the missed approach a r e a s h a l l be 30 metres (100 f e e t ) .
2.8.2.4.2.1
The o b s t a c l e clearance l i m i t f o r t h e missed approach a r e a i s determined by
a r e a by a t l e a s t 30 metres (100 f e e t ) . This o b s t a c l e clearance l i m i t (OCL) f o r missed
approach s h a l l be t h e h e i g h t a t which a 1:40 plane a t r i g h t angles t o t h e v e r t i c a l plane
containing t h e c e n t r e l i n e of t h e runway and passing a t l e a s t 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l plane a t r i g h t angles t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach area.
Procedures
2-53
Procedures
2-54
2.9.-
Non-Directional Radio Beacon
- Procedure
- Aircraft
Operations
"8"
Note 1.- This procedure i s an alternative procedure and i s applicable when a base
tum i m u d e d and there is no suitable secondary f i x located on the final approach track.
Note 2.- Attachment E gives guidance on the modification of instrument approach proi c e h e 8 . w e d m non-@ret&tion d o navigation aids locat&l on the nmway centre line t o
permit procedures using s i r n i b rvrdio navigation aids located o f f s e t f r m the narway
..
cent=
line.
2.9.1
Procedures
- General
2.9.1.1
b e made i n accordance w i t h en r o u t e procedures.
Intermediate and f i n a l approach procedures
2.9.1.2
(a)
Commence approach over t h e f a c i l i t y a t t h e prescribed a l t i t u d e ;
(b) Fly on t h e p r e s c r i b e d outbound t r a c k descending i f necessary t o t h e base t u r n

a l t i t u d e and then make t h e b a s e t u r n t o head t h e a i r c r a f t towards t h e f a c i l i t y on
the prescribed track;
(c)
From t h e f a c i l i t y descend on t h e p r e s c r i b e d t r a c k t o t h e d e c i s i o n h e i g h t .
The time of f l i g h t outbound from t h e f a c i l i t y should b e l i m i t e d t o t h e

2.9.1.2.1
period s u f f i c i e n t t o e n s u r e t h a t t h e b a s e t u r n i s completed a t a d i s t a n c e which permits
descent from t h e b a s e t u r n a l t i t u d e t o t h e a l t i t u d e s p e c i f i e d a t o r p r i o r t o reaching t h e
facility.
-.-
formuh 36/t,
The angle between the outbound and the inbound tracks i s determined by the
where t i s the outbound specified time, expressed i n minutes.
2.9.1.2.2
Where t h e f a c i l i t y is not s u i t a b l y s i t e d i n r e l a t i o n t o t h e aerodrome f o r
f o l l w e d , descent t o the d e c i s i o n height may be cornthe procedures i n 12.9.1.2
.. . .-...- ..(c)
..
to
p l e t e d be o r e passing- over t h e f a c i l i t y on t h e f i n a l approach.
,
Note.- I t i s necessary t h a t the time i n b d t o the f a c i l i t y should be such t o ensure

t h a t t G i r c r a f t under attervrge c a d i t i o n s w i l l , i n fact, reach the altitude specified a t
or before reaching the faci'lity and also shacld be a t least one minute t o permit the proper
2.9.1.3
Missed approach procedure. The miwed approach procedure should normally
b e made on-rsl: t r a c k s w h i c h i s as n e a r l y a s p o s s i b l e r c o n t i n u a t i o n of t h e f i n a l approach
t r a c k . a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s influencing t h e
s a f e t y of t h e operation. A missed approach must be i n i t i a t e d p r i o r t o e n t e r i n g t h e missed
approach a r e a .
Procedures
2-55
2.9. 1.2
&2I
Gr
2
I
-8
ONLY ONE TYPE OF HOLOINO P A T T C R N I S
UWQ
ILLUSTRATED.
APPROACH-TO-LAND
Defined a r e a s and o b s t a c l e c l e a r a n c e s (See ~ i g u r e2- 16. )

2.9.2.1
2.9.2.1.1
I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 1 0 naut i c a l m i l e s wide (5 n a u t i c a l m i l e s e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t a v e r y a c c u r a t e t r a c k c a n b e flown on a n i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced i f j u s t i f i e d by e x p e r i e n c e .
I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t b e
2.9.2.1.2
made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d
i n 2.9.2.1.1.
However, t h i s a l t i t u d e should n o t b e lower t h a n t h e a l t i t u d e a t which t h e
f a c i l i t y w i l l b e c r o s s e d on f i n a l approach a n d , i f a b a s e t u r n i s r e q u i r e d , n o t lower t h a n
t h e base t u r n a l t i t u d e .
2-56
Procedures
2.9.2.2
Intermediate approach (including base turn) a r e a and o b s t a c l e clearance
2.9.2.2.1
Defined a r e a . A s e c t o r
about t h e b i s e c t o r of t h e outbound and
radius of 3.5 t + 1.5 n a u t i c a l miles.
a n envelope a r e a with 2 n a u t i c a l miles
of a c i r c l e centred on the f a c i l i t y , symmetrical

inbound t r a c k , with an angle of 20 + 3 6 / t and a
This s e c t o r s h a l l be extended i n s l l d i r e c t i o n s by
width.
2.9.2.2.2
Intermediate approach obstacle clearance. Intermediate approach s h a l l not
be made below a height of 300 metres ( 1 000 f e e t ) above a l l obstacles within t h e a r e a
defined i n 2.9.2.2.1.
2.9.2.3
F i n a l approach a r e a and o b s t a c l e clearance
2.9.2.3.1
Final approach a r e a . A s e c t o r of t h e c i r c l e centred on t h e f a c i l i t y , symm e t r i c a l about the f i n a l approach t r a c k with an angle of 20' and a radius of 3.5 t + 1 naut i c a l mile; t h i s s e c t o r s h a l l be extended on e i t h e r s i d e by 1.5 n a u t i c a l miles. When the
f a c i l i t y i s located off t h e aerodrome t h e f i n a l approach a r e a s h a l l be extended from t h e
f a c i l i t y t o t h e f u r t h e r boundary of t h e aerodrome and s h a l l have a width of 3 n a u t i c a l
miles a t t h e f a c i l i t y increasing uniformly a t t h e r a t e given by a divergence of 10' from
t h e f i n a l approach t r a c k on each s i d e . Normally f o r one minute of t h e outbound f l i g h t t h e
length of t h e a r e a should be increased by 3.5 n a u t i c a l miles and i t s width should maintain
t h e r a t e of increase e s t a b l i s h e d f o r t h e a r e a .
2.9.2.3.2
Final approach o b s t a c l e clearance. The minimum v e r t i c a l clearance above
a l l o b s t a c l e s within t h e f i n a l approach a r e a s h a l l be a s follows:
t
Distance of facility
from approach end
of aerodrome
(nautical m i l e s )
On eerodrome o r when s i t e d
not more than 4 n a u t i c a l
miles ,
M i n i m vertica 2 c learance
From outer boundary
From facility to
commencement of
of final approach
area to facility
90 m (300 f t )
On aerodrome
up t o 4 miles
4
6
.
90 m (300 f t )
60 m (200 f t )
6 miles
150 m (500 f t )
90 m (300 f t )
8 miles
150 m (500 f t )
120 m (400 f t )
10 miles
150 m (500 f t )
150 m (500 f t )

2.9.2.4
Procedures
----
2-57
---
2.9.2.4.1
Missed approach a r e a . An a r e a s y m m e t r i c a l a b o u t t h e missed a p p r o a c h t r a c k
e x t e n d i n g a s u f f i c i e n t d i s t a n c e f r o r n ' t h e end of t h e f i n a l a p p r o a c h a r e a t o ensl!re t h a t a n
a i r c r a f t c l i m b i n g a t a g r a d i e n t of 1:40 h a s reached a n a l t i t u d e a t which o t h e r p r z s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r h o l d i n g ) become e f f e c t i v e . The w i d i h of t h e
a r e a i n c r e a s e s u n i f o r m l y from t h e w i d t h of t h e end of t h e f i n a l approach a r e a a t a r a t e
g i v e n by a n a n g u l a r d e v i a t i o n on e i t h e r s l d e of t h e p r e s c r i b e d missed approach t r a c k of
Note.- I n determining t h e missed approach area a t a particular s i t e ehe foZZowing

( a ) The assumed gradient of 1 : 4 0 may be r e s t r i c t i v e for c e r t a i n a i r c r a f t operations
rrnd may need t o be varied accordingly;
( b ) The angular deviation of 15O allows for average p i l o t a b i l i t y t o maintain track
and asswnes t h a t even i f back track guidance i s available the d i s t r a c t i o n s associated
2.9.2.4.2
a l l o b s t a c l e s i n t h e m i s s e d a p p r o a c h a r e a s h a l l b e 30 m e t r e s (100 f e e t ) .
2.9.2.4.2.1
The o b s t a c l e c l e a r a n c e l i m i t f o r t h e missed a p p r o a c h a r e a i s d e t e r m i n e d by
assuming a missed a p p r o a c h c l i m b g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e misSed a p p r o a c h
a r e a by a t l e a s t 3 0 m e t r e s (100 f e e t ) . T h i s o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r m i s s e d
approach s h a l l b e t h e h e i g h t a t which a 1:40 p l a n e a t r i g h t - a n g l e s t o t h e v e r t i c a l p l a n e
c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g a t l e a s t 3 0 m e t r e s (100 f e e t ) above
runway c e n t r e l i n e and a t t h e b e g i n n i n g of t h e missed approach a r e a .
Procedures

2.10.
Procedures
2-59
D/F ( D i r e c t i o n Findin?.) F a c i l i t y
Note I . - The procedure given herein i s applicable when a base twrn i s incZuded and
t h e r e i s no suitable secondary f i k located on the final approach track.
Note 2.- Attachment E gives guidance on the modification of instrument approach proc e h s b a s e d on non-precision d
o navigation aids located on t h e rutway centre line t o
pennit procedures using s M Z m mhio
. . . navigation aids Zocated o f f s e t from t h e mmway centre
Zine
2.10.1
Procedures
General
2.10.1.1
I n i t i a l a p ~ r o a c hprocedure. I n i t i a l approach t o t h e f a c i l i t y w i l l normally
b e made i n accordance w i t h e n r o u t e procedures:
2.10.1.2
(a)
I n t e r m e a i a t e and f i n a l approach p r o c e d u r e s
Commence approach o v e r t h e f a c i l i t y a t t h e i n i t i a l approach a l t i t u d e .
(b) F l y on t h e p r e s c r i b e d outbound t r a c k descending i f n e c e s s a r y t o t h e b a s e t u r n

a l t i t u d e and t h e n make a b a s e t u r n t o head t h e a i r c r a f t towards t h e f a c i l i t y on t h e
prescribed track.
(c)
Descend on t h e p r e s c r i b e d t r a c k t o t h e d e c i s i o n h e i g h t .
2.10.1.2.1
The t i m e of f l i g h t outbound from t h e f a c i l i t y should b e l i m i t e d t o t h e p e r i o d
s u f f i c i e n t t o e n s u r e t h a t t h e b a s e t u r n i s completed a t a d i s t a n c e which p e r m i t s d e s c e n t
from t h e b a s e t u r n a l t i t u d e t o t h e a l t i t u d e s p e c i f i e d a t o r p r i o r t o r e a c h i n g t h e f a c i l i t y .
Note.- The angle between the outbound and the inbound tracks i s determined by the
formula 36/t,
where t i s the outbound specified time expressed i n minutes.
2.10.1.2.2
Where t h e f a c i l i t y i s n o t s u i t a b l y s i ' t e d i n r e l a t i o n t o t h e aerodrome f o r
t h e procedures i n 2.10.1.2(c)
t o b e f o l l o w e d , d e s c e n t t o t h e d e c i s i o n h e i g h t may b e comp l e t e d b e f o r e p a s s i n g over t h e f a c i l i t y on t h e f i n a l approach.
Note.- I t i s necessary t h a t the time inbound t o the f a c i l i t y should be such t o ensure

t h a t t h e i r c r a f t under average conditions w i l l , i n fact, reach the a l t i t u d e specified a t
or before reaching t h e f a c i l i t y and also should be a t l e a s t one minute t o permit t h e proper
estabzishment of track.
2.10.1.3
Missed approach procedure. The missed approach p r o c e d u r e s h o u l d normally
be made on a t r a c k which is a s n e a r l y a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach t r a c k
a f t e r due c o n s i d e r a t i o n of - o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e s a f e t y
of t h e o p e r a t i o n . A missed approach must b e i n i t i a t e d p r i o r t o e n t e r t n g t h e missed approach
area
2-60
Procedures
2.10.2
Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-17 and 2-18.)
2.10.2.1
2.10.2.1.1
I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 1 0 naut i c a l m i l e s w i d e (5 n a u t i c a l m i l e s e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t - a v e r y a c c u r a t e t r a c k c a n b e flown on a n i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may b e reduced i f j u s t i f i e d by e x p e r i e n c e .
I n i t i a l approach o b s t a c l e clearance.
2.10.2.1.2
made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above
i n 2.10.2..1.1.
However, t h i s a l t i t u d e s h o u l d n o t b e
f a c i l i t y w i l l b e c r o s s e d on f i n a l approach a n d , i f a
t h e base t u r n a l t i t u d e .
The i n i t i a l approach s h a l l n o t b e
a l l obstacles within t h e area defined
lower t h a n t h e a l t i t u d e a t which t h e
b a s e t u r n i s r e q u i r e d , n o t lower t h a n
2.10.2.2
2-61
Procedures
I n t e r m e d i a t e approach - ( i n c l u d i n g b a s e t u r n ) a r e a and o b s t a c l e c l e a r a n c e
2.10.2.2.1
Defined a r e a . A s e c t o r
a b o u t t h e b i s e c t o r of t h e outbound and
r a d i u s of 3.5 t + 1 . 5 n a u t i c a l m i l e s .
a n envelope a r e a w i t h 2 n a u t i c a l m i l e s
of a c i r c l e c e n t r e d on t h e f a c i l i t y , symmetrical
inbound t r a c k , w i t h a n a n g l e of 20' + 3 6 / t and a
T h i s s e c t o r s h a l l be extended i n a l l d i r e c t i o n s by
width.
2.10.2.2.2
b e made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a
d e f i n e d i n 2.10.2.2.1.
2.10.2.3
2.10.2.3.1
F i n a l approach a r e a . A . s e c t o r of t h e c i r c l e c e n t r e d on t h e f a c i l i t y , symm e t r i c a l a b o u t t h e f i n a l approach t r a c k , w i t h a n a n g l e of 20' and a r a d i u s of 3.5 t + 1
n a u t i c a l m i l e ; t h i s s e c t o r s h a l l be e x t e n d e d on e i t h e r s i d e by 1.5 n a u t i c a l m i l e s . When
t h e f a c i l i t y i s l o c a t e d o f f t h e aerodrome t h e f i n a l approach a r e a s h a l l b e extended from
t h e f a c i l i t y t o t h e f u r t h e r ' b o u n d a r y of t h e aerodrome and s h a l l have :a w i d t h of 3 n a u t i c a l
m i l e s a t t h e f a c i l i t y i n c r e a s i n g u n i f o r m l y a t t h e r a t e g i v e n by a d i v e r g e n c e of lo0 from
t h e f i n a l approach t r a c k on each s i d e . Normally f o r one m i n u t e of t h e outbound f l i g h t t h e
l e n g t h of t h e a r e a s h o u l d be i n c r e a s e d by 3 . 5 n a ~ t ~ c m
a il l e s and i t s w i d t h s h o u l d m a i n t a i n
t h e r a t e of i n c r e a s e , i f any, e s t a b l i s h e d f o r t h e a r e a .
2.10.2.3.2
a l l o b s t a c l e s w i t h i n t h e f i n a l approach a r e a s h a l l b e a s f o l l o w s :
I
Distance of faci Z i t y
from approach end
of aerodrome
(nautical m i l e s )
Minimwn verticaz czearance

From outer boundary
commencement o f
of f ina Z approach
miles
90 m (300 f t )
On aerodrome
up t o 4 m i l e s
90 m (300 f t )
j60 m (200 f t )
4 - 6 miles
150 m (500 f t )
90 m (300 f t )
8 miles
150 m (500 f t )
120 rn (400 f t )
10 miles
150 m (500 f t )
150 m (500 f t )
6
8
2-62
Procedures
2.10.2.4
2.10.2.4.1
Missed approach a r e a . An a r e a synrmetrlcal about t h e p r e s c r i b e d missed
approach t r a c k extending a s u f f i c i e n t d i s t a n c e f ram t h e end of t h e f i n a l approach a r e a t o
e n s u r e t h a t a n a i r c r a f t climbing a t a g r a d i e n t of 1:40 has reached a n a l t i t u d e a t which
o t h e r p r e s c r i b e d o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r holding) become e f f e c t i v e .
I n width t h e a r e a i n c r e a s e s uniformly from t h e width of t h e end of t h e f i n a l approach a r e a
a t a rate given by a n ~ a n g u l a rd e v i a t i o n on e i t h e r s i d e of t h e missed approach t r a c k of t h e
o r d e r of IS0.
Note.- In determining the missed approach area a t a particular s i t e the following

consideratSons w e pertinent:
( a ) !The asswned gradient of 1:40 may be r e s t r i c t i v e for certain a i r c r a f t operations
and may need t o be varied accordingzy;
( b ) The angular deviation of 15' allows for average pitot a b i l i t y t o maintain track
and asswnes that even i f back track guidance i s a v a i k b l e the distractions associated
with missed approach may frequentZy prevent full use being made o f such guidance.
2.10.2.4.2
Missed approach o b s t a c l e clearance. The minimum v e r t i c a l c l e a r a n c e above
The o b s t a c l e c l e a r a n c e l i m i t f o r t h e missed approach a r e a is determined by
2.10.2.4.2.1
a r e a by a t l e a s t . 30 metres (100 f e e t ) . This o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r missed
approach s h a l l b e t h e h e i g h t a t which a 1x40 p l a n e a t r i g h t angles t o t h e v e r t i c a l plane
c o n t a i n i n g t h e c e n t r e l i n e - of t h e runway and passing a t least 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l plane a t r i g h t angles t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach area.
11.- Holding and A~~roach-to-LandProcedures
2-63
2-64
Procedures
- Aircraft Operations
2.11.-
Procedures
S p e c i a l Procedures. Areas and O b s t a c l e Clearance
.-
- Non-precisicn
'.~-sg
Aids
Two NDBs
Note. T h i s procedure i s only applicable when a i r c r a f t has dual ADF equipment.

Similar procedures may be developed for t h e use of one NDB w i t h another a i d o r s u i t a b l e
combination o f other a i d s .
2.11.1.1
This procedure r e l a t e s t o t h e s i t i n g of t h e f a c i l i t i e s a t d i s t a n c e s n o t
exceeding 1 0 n a u t i c a l m i l e s a p a r t .
2.11.1.2
I n i t i a l approach procedure. I n i t i a l approach t o t h e o u t e r f a c i l i t y w i l l
normally b e made i n accordance w i t h en r o u t e procedures.
2.11.1.3
I n t e r m e d i a t e approach procedure ( i n c l u d i n g procedure t u r n o r b a s e t u r n ) .
This procedure s h a l l normally conform t o t h e procedures f o r one NDB ( o r t h e a p p r o p r i a t e
paragraphs f o r o t h e r t y p e s of a i d s and procedures) up t o t h a t p o r t i o n of t h e approach when
t h e o u t e r f a c i l i t y i s reached on f i n a l approach.
2.11.1.4
F i n a l approach procedure.
From t h e o u t e r f a c i l i t y descend on t h e p r e s c r i b e d
t r a c k towards t h e i n n e r f a c i l i t y , t o t h e p r e s c r i b e d a l t i t u d e .
From t h e i n n e r f a c i l i t y descend t o t h e d e c i s i o n h e i g h t i n t h e r e l e v a n t docu2.11.1.5
ment. Where t h e i n n e r f a c i l i t y i s n o t s u i t a b l y l o c a t e d i n r e l a t i o n t o t h e aerodrome f o r
t h i s procedure t o be followed, d e s c e n t t o t h e d e c i s i o n h e i g h t may be made p r i o r t o r e a c h i n g
the inner f a c i l i t y .
2.11.1.6
Missed approach procedure. The missed approach procedure normally s h o u l d
be made on a t r a c k which i s a s n e a r l y a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach
t r a c k a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e
s a f e t y of t h e o p e r a t i o n . A missed approach must be i n i t i a t e d p r i o r t o e n t e r i n g t h e missed
approach a r e a .
2-66
Procedures
2.11.2
Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-19 and 2-20.)
2.11.2.1
The d e f i n e d a r e a s and o b s t a c l e c l e a r a n c e s f o r i n i t i a l , i n t e r m e d i a t e approach
and f i n a l approach s h a l l b e s i m i l a r t o t h o s e p r e s c r i b e d f o r one NDB ( o r t h e a p p r o p r i a t e
p a r a g r a p h s f o r o t h e r t y p e s of a i d s and procedures) except t h a t t h e defined a r e a and t h e
o b s t a c l e c l e a r a n c e between t h e two f a c i l i t i e s s h a l l b e a s p r e s c r i b e d i n 2.11.2.2.
In this
r e g a r d t h e o u t e r f a c i l i t y s h a l l b e regarded a s t h e f a c i l i t y on which a r e based t h e i n i t i a l
and i n t e r m e d i a t e approach procedures.
2.11.2.2
F i n a l approach a r e a between t h e two f a c i l i t i e s and o b s t a c l e c l e a r a n c e
2.11.2.2.1
F i n a l approach a r e a between t h e two f a c i l i t i e s . An a r e a symmetrical about
t h e f i n a l approach t r a c k m a i n t a i n i n g a c o n s t a n t width of a t l e a s t 3 n a u t i c a l m i l e s and
extending between t h e two f a c i l i t i e s .
2.11.2.2.1.1
I f t h e i n n e r f a c i l i t y i s t h e VOR t h e n t h e width of t h e a r e a a t t h e f a c i l i t y
s h a l l be 2.5 n a u t i c a l m i l e s .
2.11.2.2.1.2
I f t h e i n n e r f a c i l i t y i s l o c a t e d o f f t h e aerodrome b u t i n t h e f i n a l approach
a r e a t h e width s h a l l i n c r e a s e uniformly t o t h e beginning of t h e missed approach a r e a a t t h e
r a t e given by a divergence of 10' from t h e f i n a l approach t r a c k on each s i d e f o r o t h e r f a c i l i t i e s t h a n VOR's and 5O i n t h e c a s e of a VOR.
2.11.2.2.2
F i n a l approach minimum o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e
above a l l o b s t a c l e s w i t h i n t h e f i n a l approach a r e a between t h e two f a c i l i t i e s s h a l l b e not
l e s s t h a n 90 metres (300 f e e t ) w i t h i n t h e a r e a s p e c i f i e d i n 2.11.2.2.1.
When both f a c i l i t i e s a r e l o c a t e d within4NM from t h e approach end of t h e aerodrome, o r when t h e d i s t a n c e
between t h e two f a c i l i t i e s is no more t h a n 4 NM and t h e i n n e r f a c i l i t y i s l o c a t e d w i t h i n
4'NM;from t h e approach end of t h e aerodrome, a v e r t i c a l c l e a r a n c e of 60 m (200 f t ) i n s t e a d
of 90 m (300 f t ) may b e a p p l i e d w i t h i n t h e a r e a s p e c i f i e d i n 2.11.2.2.1.
2.11.2.3
2.11.2.3.1
extending a s u f f i c i e n t d i s t a n c e from t h e end of t h e f i n a l approach a r e a t o ensure t h a t an
a i r c r a f t climbing a t a g r a d i e n t of 1:40 h a s reached an a l t i t u d e a t which o t h e r p r e s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r e n r o u t e o r h o l d i n g ) become e f f e c t i v e . The width of t h e
a r e a i n c r e a s e s uniformly from t h e width of t h e end of t h e f i n a l approach a r e a a t a r a t e
given by an a n g u l a r d e v i a t i o n on e i t h e r s i d e of t h e p r e s c r i b e d missed approach t r a c k of
t h e o r d e r of IS0.
Note.- I n determining the missed approach area a t a particular s i t e t h e following

c o n s i d ~ i o n sare pertinent:
( a ) The assumed gradient of 1:40 may be r e s t r i c t i v e for certain a i r c r a f t operations
( b ) The angular deviation of I S 0 aZlows for average p i l o t a b i l i t y t o maintain track
and asswnes t h a t even i f back track guidance i s available the distractions associated
11.- Holding and Approach-to~Land Procedures
2-67
2.11.2.3.2
The o b s t a c l e c l e a r a n c e l i m i t f o r t h e missed approach a r e a i s determined by
2.11.2.3.2.1
a r e a by a t l e a s t 30 m e t r e s (100 f e e t ) . This o b s t a c l e c l e a r a n c e ' l i m i t (OCL) f o r missed
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l p l a n e ' a t r i g h t a n g l e s t o t h e
Fig. 2-19
S P E C I A L PROCEDURE USING T W O FACILITIES
.n,
- - T f -------------------------.,
I N T E R M E D I A T E APPROACH AREA
(PROCEDURE "A1')
I
I
I
Q)
________--------?
15.
I
I
I
I
I
I
I
I
OUTER
FACILITY
INNER
FACILITY
*Minimum v e r t i c a l clearance ( s e e 2 . 1 1 . 2 . 1 ) .
**Minimum v e r t i c a l clearance ( s e e 2 . 1 1 . 2 . 2 . 2 ) .
I
I
I
I
Fig. 2 - 2 0 '
S P E C I A L PROCEDURE USING TWO FACILITIES
OUTER
F.AC I L I TY
INNER
FACILITY
*Minimum v e r t i c a l clearance ( s e e 2 . 1 1 . 2 . 1 )
**Minimum v e r t i c a l clearance ( s e e 2 . 1 1 . 2 . 2 . 2 ) .
2-70
Procedures
- Aircraft
Operations
CHAPTER 3.- VISUAL MANOEUVRING

IN THE VICINITY OF AN AERODROME
3.1
Defined a r e a s . The a r e a t o which t h e c l e a r a n c e s i n 3.2 apply should be of
such e x t e n t as may b e r e q u i r e d , t a k i n g i n t o account t h e accuracy w i t h which a n a i r c r a f t ' s
- p o s i t i o n may b e a s c e r t a i n e d between t h e p o i n t a t which v i s u a l c o n t a c t is e s t a b l i s h e d and
t h e p o i n t of alignment with t h e runway t o be used. The e x t e n t of t h e a r e a should b e d e t e r mined by t h e competent a u t h o r i t y having regard t o a l l r e l e v a n t f a c t o r s . It w i l l be p o s s i b l e
t o e l i m i n a t e from c o n s i d e r a t i o n a n area on one s i d e where prominent o b s t r u c t i o n s e x i s t ,
provided t h a t t h e landing can b e a f f e c t e d without manoeuvring over t h i s a r e a and a n o t e
t o t h i s e f f e c t i s included i n t h e procedure.
Note.- The complexity of factors influencing the determination of obstacles over

which cZearance needs t o be provided, as well as o f the clearance margins required, necess i t a t e s t h a t each case of a procedure of t h i s type be individually subjected t o expert
assessment. AZZ c h a r a c t e r i s t i c s of t h e aeroplane a f f e c t i n g i t s handling, as well as i t s
performance, require t o be considered. lPhe figures c i t e d i n 3.2 are therefore minimal,
and leave out of account a l l factors t h a t are not common t o a l l a i r c r a f t under favourable
circumstances.
3.2
Minimum o b s t a c l e clearance. When v i s u a l manoeuvring ( i - e . f l i g h t c l e a r o f '
cloud) i s r e q u i r e d . a f t e r making an instrument approach i n o r d e r t o a l i g n t h e a i r c r a f t with
a runway o t h e r than t h a t w i t h which t h e a i d i n use i s a l i g n e d , o b s t a c l e c l e a r a n c e f o r a i r c r a f t having a s t a l l i n g speed i n excess of 65 k n o t s should be a t l e a s t 90 metres (300 f e e t )
above a l l o b s t a c l e s w i t h i n t h e a r e a determined i n accordance with 3.1 above. For a i r c r a f t
having a s t a l l i n g speed of 65 k n o t s o r l e s s , t h e o b s t a c l e c l e a r a n c e may be reduced t o not
l e s s than 60 metres (200 f e e t )
PART 1 1 1 . - ALTIMETER SETTING PROCEDURES

INTRODUCTORY NOTE
The procedures h e r e i n d e s c r i b e t h e method intended f o r u s e i n p r o v i d i n g adequate
v e r t i c a l s e p a r a t i o n between a i r c r a f t and adequate t e r r a i n c l e a r a n c e d u r i n g a l l phases of a
f l i g h t . T h i s method i s based on t h e f o l l o w i n g b a s i c p r i n c i p l e s :
(a) d u r i n g en r o u t e f l i g h t an a i r c r a f t is flown along s u r f a c e s of c o n s t a n t atmosp h e r i c p r e s s u r e c a l l e d f l i g h t levels. These a r e r e l a t e d t o a n a l t i m e t e r s e t t i n g of
1013.2 mb and throughout t h i s phase of a f l i g h t t h e v e r t i c a l p o s i t i o n of an a i r c r a f t
i s expressed i n terms of f l i g h t l e v e l s ;
(b) d u r i n g f l i g h t i n t h e v i c i n i t y of a n aerodrome, when a t o r below a f i x e d a l t i t u d e

c a l l e d t h e t r a n s i t i o n a z t i t u d e , a n a i r c r a f t is flown a t altitudes determined from a n
a l t i m e t e r s e t t o s e a l e v e l p r e s s u r e (QNE) and i t s v e r t i c a l p o s i t i o n i s expressed i n
terms of a l t i t u d e ;
( c ) t h e change i n r e f e r e n c e from f l i g h t levels, used w h i l e e n r o u t e , t o a l t i t u d e
used i n t h e v i c i n i t y of an aerodrome, and v i c e v e r s a , i s made, when climbing, a t t h e
t r a n s i t i o n a l t i t u d e and, when descending, a t t h e t r a n s i t i o n l e v e l ;
(d) t h e adequacy of t e r r a i n c l e a r a n c e d u r i n g any phase of a f l i g h t may b e maintained
i n any of s e v e r a l ways, depending upon t h e f a c i l i t i e s a v a i l a b l e i n a p a r t i c u l a r a r e a ,
t h e recommended methods i n t h e o r d e r of p r e f e r e n c e being:
(i)
t h e u s e of c u r r e n t QNE r e p o r t s from an adequate network of QNH r e p o r t i n g

stations;
(ii)
t h e u s e of such QNE r e p o r t s a s a r e a v a i l a b l e combined w i t h o t h e r meteor o l o g i c a l information such a s f o r e c a s t lowest mean s e a l e v e l p r e s s u r e

f o r the route o r portions thereof;
(iii)
where r e l e v a n t c u r r e n t i n f o r m a t i o n i s n o t a v a i l a b l e , t h e u s e of v a l u e s
of t h e lowest a l t i t u d e s of f l i g h t l e v e l s , d e r i v e d from c l i m a t o l o g i c a l
data.
(e) d u r i n g t h e approach t o l a n d t e r r a i n c l e a r a n c e may be determined by u s i n g t h e QNH

a l t i m e t e r s e t t i n g ( g i v i n g a l t i t u d e ) o r , under s p e c i f i e d circumstances ( s e e 1.4.2 and
2.5.4) a QFE s e t t i n g ( g i v i n g h e i g h t above t h e QFE datum).
The method p r o v i d e s s u f f i c i e n t f l e x i b i l i t y t o permit v a r i a t i o n i n d e t a i l e d procedures
which may be r e q u i r e d t o account f o r l o c a l c o n d i t i o n s , w i t h o u t deviati.ng from t h e b a s i c
procedures.
These procedures apply t o a l l I F R - f l i g h t s and t o o t h e r f l i g h t s which a r e o p e r a t i n g a t
s p e c i f i c c r u i s i n g l e v e l s i n accordance w i t h t h e Rules of t h e A i r (Annex 2 ) o r t h e Procedures
f o r A i r Navigation S e r v i c e s , Rules of t h e A i r and A i r T r a f f i c S e r v i c e s (PANS-RACY Doc 4444 ~ ~ ~ / 5 o
0 r1 t )h e Regional Supplementary Procedures (Doc 7030).
(Doc 8 1 6 8 - 0 ~ ~ / 6 1 1 / 3 )
3-2
Procedures
- ~ i r c r atf Operations
CHAPTER 1. - BAS IC REQUIREMENTS

1.1
General
1.1.1
System of f l i g h t l e v e l s
1.1.1.1
F l i g h t l e v e l z e r o s h a l l b e l o c a t e d a t t h e atmospheric p r e s s u r e l e v e l of
1013.2 mb (29.92 i n c h e s ) . Consecutive f l i g h t l e v e l s s h a l l be s e p a r a t e d by a p r e s s u r e
i n t - e ~ a --corresponding
l
t o a t l e a s t 500 f t (152.4 metres) i n t h e Standard Atmosphere.
1.1.1.2
F l i g h t l e v e l s s h a l l b e numbered a c c o r d i n g t o t h e f o l l o w i n g t a b l e which
i n d i c a t e s t h e corresponding h e i g h t i n t h e Standard Atmosphere, i n f e e t :
Flight
Level
Number
10
15
20
25
30
35
40
45
Height i n
Standard Atmosphere
Metres
Feet
1 000
1 500
2 000
2 500
3 000
3 500
4 000
4 500
300
450
600
750
900
1 050
1 200
1 350
Flight
Level
Nwnber
5 000
1 500
100
.....
1 0 000
.....
3 050
150
1 5 000
4 550
200
20 000
.....
6 100
500
50 000
1 5 250
50
...
...
.a.
...
mote.- The heights s h a m i n metres are appro&ate

of c r u E g ZeveZs i n Appendix C of Annex 2 .
l.i.2
Height i n
Standard Atmosphere
Metres
Feet
.....
....
....
....
....
equivalents taken from the t a b l e
Transition altitude
A t r a n s i t i o n a l t i t u d e s h a l l b e s p e c i f i e d f o r each aerodrome by t h e S t a t e
1.1.2.1
i n which t h e aerodrome i s l o c a t e d and s h a l l b e published i n AIPs and b e d e p i c t e d on
I n s t r u m e n t Approach Charts.
1.1.2.2
The h e i g h t above a n aerodrome of t h e t r a n s i t i o n a l t i t u d e s h a l l b e a s s m a l l
as p o s s i b l e t a k i n g i n t o account a l l o p e r a t i o n a l c o n s i d e r a t i o n s b u t i t should n o t normally

b e less t h a n 450 m e t r e s ( 1 500 f e e t ) .
Where two o r more c l o s e l y spaced aerodromes a r e s o l o c a t e d a s t o r e q u i r e
1.1.2.3
co-ordinated procedures, a common t r a n s i t i o n a l t i t u d e s h a l l b e e s t a b l i s h e d . This common
t r a n s i t i o n a l t i t u d e s h a l l b e t h e h i g h e s t of t h e t r a n s i t i o n a l t i t u d e s t h a t would r e s u l t
f o r t h e aerodromes i f s e p a r a t e l y considerecf,
1.1.3
Transition level
S t a t e s s h a l l make p r o v i s i o n f o r t h e d e t e r m i n a t i o n of t h e t r a n s i t i o n l e v e l
1.1.3.1
t o b e used a t any one time a t each of t h e i r aerodromes.
111.- A l t i m e t e r S e t t i n g Procedures
3-3
1.1.3.2
Where two o r more c l o s e l y spaced aerodromes a r e s o l o c a t e d a s t o r e q u i r e
co-ordinated procedures a n d a common t r a n s i t i o n a l t i t u d e , a common t r a n s i t i o n l e v e l s h a l l
be used a t any one time.
1.1.3.3
Appropriate personnel s h a l l have a v a i l a b l e a t a l l times t h e number of t h e
f l i g h t l e v e l r e p r e s e n t i n g t h e c u r r e n t t r a n s i t i o n l e v e l f o r an aerodrome.
Note.- The t r a n s i t i o n ZeveZ i s normaZZy passed t o a i r c r a f t i n the approach and

landing clearances.
1.1.4
T r a n s i t i o n from f l i ~ h lt e v e l s t o a l t i t u d e s and v i c e v e r s a
The v e r t i c a l p o s i t i o n of a i r c r a f t when a t o r below t h e t r a n s i t i o n a l t i t u d e

1.1.4.1
s h a l l be expressed i n terms of a l t i t u d e , whereas such p o s i t i o n a t o r above t h e t r a n s i t i o n
l e v e l s h a l l be expressed i n terms of f l i g h t l e v e l s . While p a s s i n g through t h e t r a n s i t i o n
l a y e r , v e r t i c a l p o s i t i o n s h a l l b e expressed i n terms. of f l i g h t l e v e l s when 'ascending and
i n terms of a l t i t u d e when descending.
Take-of f and Climb
A QNE a l t i m e t e r s e t t i n g s h a l l be made a v a i l a b l e t o a i r c r a f t i n t a x i c l e a r 1.2.1

ances p r i o r t o take-off.
The v e r t i c a l p o s i t i o n i n g of a i r c r a f t d u r i n g climb s h a l l b e by r e f e r e n c e t o
1.2.2
a l t i t u d e s u n t i l reaching t h e t r a n s i t i o n a l t i t u d e above which v e r t i c a l p o s i t i o n i n g s h a l l b e
by r e f e r e n c e t o f l i g h t l e v e l s .
1.3
En r o u t e
Vertical separation
V e r t i c a l s e p a r a t i o n d u r i n g en r o u t e f l i g h t s h a l l b e a s s e s s e d i n terms of
1.3.1.1
f l i g h t levels.
1.3.1.2
I n air-ground communications t h e v e r t i c a l p o s i t i o n of a n a i r c r a f t d u r i n g
e n r o u t e f l i g h t s h a l l be expressed i n terms of f l i g h t l e v e l s .
When complying w i t h t h e s p e c i f i c a t i o n s of Annex 2 a n a i r c r a f t s h a l l b e
1.3.1.3
flown a t f l i g h t l e v e l s corresponding t o t h e magnetic t r a c k s shown i n t h e t a b l e of c r u i s i n g
l e v e l s i n Appendix C of Annex 2.
1.3.2
Terrain clearance
QNE a l t i m e t e r s e t t i n g r e p o r t s should be provided from s u f f i c i e n t l o c a t i o n s

1.3.2.1
t o p e r m i t d e t e r m i n a t i o n of t e r r a i n c l e a r a n c e w i t h a n a c c e p t a b l e degree of accuracy.
For t h o s e a r e a s i n which adequate QNE a l t i m e t e r s e t t i n g r e p o r t s cannot b e
1.3.2.1.1
provided, t h e a p p r o p r i a t e a u t h o r i t i e s s h a l l make a v a i l a b l e i n t h e most u s a b l e form t h e
infoi-mation r e q u i r e d t o determine t h e lowest f l i g h t l e v e l which w i l l e n s u r e adequate
t e r r a i n clearance.
3-4
Procedures
- Aircraft
Operations
1.3.2.2
-4ppropriate s e r v i c e s s h a l l a t a l l times have a v a i l a b l e f o r f l i g h t p l a n n i n g
purposes and f 1 . r t r a n s m i s s i o n t o a i r c r a f t i n f l i g h t , on r e q u e s t , t h e information r e q u i r e d
t o determine tt.: lowest f l i g h t l e v e l which w i l l e n s u r e adequate t e r r a i n c l e a r a n c e f o r
r o u t e s o r segments of r o u t e s on which t h i s i n f o r m a t i o n i s r e q u i r e d .
1.4
:.\pproach and Landing
QNH a l t i m e t e r s e t t i n g s h a l l be made a v a i l a b l e t o a i r c r a f t i n approach

1.4.1
c l e a r a n c e s and i n c l e a r a n c e s t o e n t e r t h e t r a f f i c c i r c u i t .
A QFE a l t i m e t e ; s e t t i n g , c l e a r l y i d e n t i f i e d a s such, should be made a v a i l a b l e
1.4.2
i n a p p r o a c h a n d l a n d i n g c l e a r a n c e s , on r e q u e s t o r on a r e g u l a r b a s i s i n accordance w i t h
l o c a l arrangements.
The v e r t i c a l p o s i t i o n i n g of a i r c r a f t during approach s h a l l b e c o n t r o l l e d

1.4.3
by r e f e r e n c e t o - f l i g h t l e v e l s u n t i l r e a c h i n g t h e t r a n s i t i o n l e v e l below which v e r t i c a l
p o s i t i o n i n g s h a l l b e by r e f e r e n c e t o a l t i t u d e s , except a s provided f o r i n 1.4.3.1.
Note.- This does not preclude a pilot using a QFE setting for terrain clearance
p u r p o s ~ d u r i n gthe final approach t o the rummy.
A f t e r approach c l e a r a n c e h a s been i s s u e d and t h e d e s c e n t t o land i s com1.4.3.1
menced, t h e v e r t i c a l p o s i t i o n i n g of an a i r c r a f t above t h e t r a n s i t i o n l e v e l may b e by
r e f e r e n c e t o a l t i t u d e s (QNH) provided t h a t l e v e l f l i g h t above t h e t r a n s i t i o n a l t i t u d e i s
not indicated or anticipated.
Note.- This i s intended t o apply primariZy t o turbine engine a i r c m f t for which an

u n i n t e e t e d descent from a high a l t i t u d e i s desirable and t o aerodromes equipped t o
control such aircraft by reference t o altitudes throughout the descent.
1.5
Missed A ~ ~ r o a c h
1.5.1
approach.
The r e l e v a n t p a r t s of 1.2, 1 . 3 and 1 . 4 s h a l l a p p l y + i n t h e event of a missed
111.- Altimeter Setting Procedures
3-5
CHAPTER 2 . - PROCEDURES A P P L I C A B L E T O O P E R A T O R S AND P I L O T S

Flipht
2.1.1
f l i g h t plan:
Planning
The l e v e l s a t which a f l i g h t i s t o be conducted s h a l l be s p e c i f i e d i n a
( a ) i n terms of f l i g h t l e v e l s i f the f l i g h t i s t o be conducted a t or above t h e

t r a n s i t i o n l e v e l or t h e lowest usable f l i g h t l e v e l , whichever i s applicable;
( b ) i n terms of a l t i t u d e s i f t h e f l i g h t i s t o be conducted i n t h e v i c i n i t y o f an
aerodrome, or between adjacent aerodromes a t or below t h e t r a n s i t i o n a l t i t u d e or
a l t i t u d e s concerned.
2.1.2
The f l i g h t l e v e l o r . l e v e l s selected f o r a f l i g h t :
( a ) should ensure adequate t e r r a i n clearance a t a l l ' points along t h e route t o be
flown;
( b ) should s a t i s f y a i r t r a f f i c control requirements; and
( c ) should be compatible with t h e application o f t h e t a b l e o f cruising .levels i n
Appendix C o f Annex 2 , i f relevant.
Note 1.- The information required t o determine t h e lowest f l i g h t ZeveZ which w i l l

ensure adequate t e r r a i n clearance may be obtained from the appropriate services u n i t
f e . g. aeronautical infoiqmation, a i r t r a f f i c or meteorological) .
Note 2.- The f1igh.t level. or l e v e l s chosen w i l l dspend upon the accuracy with which
the v e r t i c a l position of such l e v e l s r e l a t i v e t o the t e r r a i n can be estimated, which i n
turn i s dependent upon the type of meteorological information available. A lower f l i g h t
l e v e l may be used with confidence when i t s position i s based on current information r e l e vant t o the particular route t o be flown and when it i s known t h a t amendments t o t h i s
information w i l l be avai lable i n f l i g h t . A higher f l i g h t l e v e l w i l l be used when based
on information l e s s relevant t o the particular route t o be flown and the time a t which
the f l i g h t i s t o be conducted. The l a t t e r type of information may be provided i n chart
or table form and may be applicable t o a large area and any period of time.
Note 3 . - Flights over level t e r r a i n may o f t e n be conducted a t one f l i g h t l e v e l ,
.
whereas f l i g h t s over mountainous t e r r a i n may require several changes i n f l i g h t l e v e l s
t o account for changes i n the elevation of the terrain. The use of several f l i g h t l e v e l s
may also be required i n order t o comply with a i r t r a f f i c services requirements.
Pre-Flight Operational Test
The following t e s t should be carried out i n an a i r c r a f t by f l i g h t crew
2.2.1
members ,,prior t o t h e commencement o f a f l i g h t .
3-6
Procedures
2.2.1.1
F l i g h t crews should be a d v i s e d of t h e purpose of t h e t e s t and t h e manner i n
which i t s h o u l d b e c a r r i e d o u t and should be g i v e n s p e c i f i c i n s t r u c t i o n s on t h e a c t i o n t o
be t a k e n i n a c c o r d a n c e w i t h t h e r e s u l t s of t h e test.
QNH S e t t i n q
2.2.1.3
With t h e a i r c r a f t a t a known e l e v a t i o n on t h e aerodrome, s e t t h e a l t i m e t e r
p r e s s u r e s c a l e t o t h e c u r r e n t QNH s e t t i n g . V i b r a t e t h e i n s t r u m e n t by t a p p i n g u n l e s s mec h a n i c a l v i b r a t i o n i s provided. A s e r v i c e a b l e a l t i m e t e r w i l l i n d i c a t e t h e e l e v a t i o n of
t h e p o i n t s e l e c t e d , p l u s t h e h e i g h t of t h e a l t i m e t e r above t h i s p o i n t , w i t h i n a t o l e r a n c e
of p l u s o r minus 20 m e t r e s o r 60 f e e t ' f o r a l t i m e t e r s w i t h a test r a n g e of 0 t o 9 000 metres
(0 t o 30 000 f e e t ) and p l u s o r minus 25 metres o r 80 f e e t f o r a l t i m e t e r s w i t h a t e s t r a n g e
of 0 t o 1 5 000 m e t r e s ( 0 t o 50 000 f e e t ) .
QFE S e t t i n g
2.2.1.5
With t h e a i r c r a f t a t a known e l e v a t i o n on t h e aerodrome set a l t i m e t e r
p r e s s u r e - s c a l e t o t h e c u r r e n t ' QFE. V i b r a t e t h e i n s t r u m e n t by t a p p i n g u n l e s s mechanical
v i b r a t i o n i s , p r o v i d e d . A s e r v i c e a b l e a l t i m e t e r w i l l i n d i c a t e t h e h e i g h t of t h e a l t i m e t e r
i n r e l a t i o n t o t h e QFE r e f e r e n c e p o i n t , w i t h i n a t o l e r a n c e of p l u s o r minus 20 m e t r e s o r
60 f e e t f o r a l t i m e t e r s w i t h a t e s t r a n g e of 0 t o 9 000 metres (0 t o 30 000 f e e t ) and p l u s
o r minus 25 m e t r e s o r 80 f e e t f o r a l t i a e t e r s w i t h a t e s t r a n g e of 0 t o 1 5 000 metres
(0 t o 50 000 f e e t ) .
Note 1.- When the altimeter does not indicate the reference elevation or height
' e x a c t l y , but i s w i t h i n the specified tolerances, no a d j u s t m e n t o f t h i s indication should
be made e i t h e r by means of the pressure adjustment knob o r other adjustment on the a l t i meter a t any stage o f a f l i g h t . Furthermore, any error t h a t i s within tolerance noted
during pre-flight check on the ground should be ignored by the p i l o t during f l i g h t .
Note 2.- The tolerance of 20 metres' or 60 f e e t for altimeters with a t e s t range of
0 t o 9 000 metres ( 0 t o 30 000 f e e t ) i s considered acceptable for aerodromes having e l e vations up t o 1 100 metres ( 3 500 f e e t ) (Standard atmospheric pressure). Table A indicates
t h e permissible range for aerodromes having d i f f e r e n t elevations, when the atmospheric
pressure a t an aerodrome i s lower than the standard, i . e . when the QNH s e t t i n g i s a s low
as 950 mb.
Note 3.- The tolerance of 80 feet or 25 metres for a l t i m e t e r s with a t e s t range of
0 t o 15 000 metres (0 t o 50 000 f e e t ) i s considered acceptable for aerodromes having eZev a t i o n up t o 1 100 metres 13 500 f e e t ) (Standard atmospheric pressure). Table B indicates
t h e pemnissible range for aerodromes having d i f f e r e n t elevations, when the atmospheric
pressure a t an aerodrome i s lower than standard, i . e . when the QNH s e t t i n g i s as low as
950 mb.
111.- Altimeter Setting Procedures
3-7
TABLE A
Elevation
of the
aerodrome
(metres)
1
1
1
2
2
2
3
3
3
3
4
4
600
900
200
500
850
150
450
750
050
350
650
950
250
550
Elevation
of the
aerodrome
(feet)
PermissibZe
range
1
1
1
2
2
2
3
3
3
3
4
4
581.5
878.5
177
475.5
824
121
418
715
012
309
606
903
199.5
496.5
to
to
to
to
to
to
1
1
1
2
to 2
to 2
to 3
to 3
to 3
to 3
to 4
to 4
618.5
921.5
223
524.5
876
179
482
785
088
391
694
997
300.5
603.5
2
3
4
5
6
7
8
9
10
11
12
13
14
15
000
000
000
000
000
000
OQ3
000
000
000
000
000
000
000
Permissib l e
range
. 1 940 to
2
3
4
5
6
7
8
9
10
11
12
13
14
930
925
920
915
905
895
885
875
865
855
845
835
825
to
to
to
to
to
to
to
to
to
to
to
to
to
2
3
4
5
6
7
8
9
10
11
12
13
14
15
060
070
075
080
085
095
105
115
125
135
145
155
165
175
TABLE B
Elevation
of the
aerodrome
(metres)
1
1
1
2
2
2
3
3
3
3
4
4
600
900
200
500
850
150
450
750
050
350
650
950
250
550
Permissib Ze
range
569.5
868
1 165
1 462
1809
2 106
2 403
2 699.5
2 996.5
3 293.5
3 590.5
3 887.5
4 184.5
4 481.5
to
to
to
to
to
to
to
to
to
to
to
to
to
to
-630.5
932
1 235
1 538
1891
2 194
2 497
2 800.5
3 103.5
3 406.5
3 709.5
4 012.5
4 315.5
4 618.5
Elevation
of the
aerodrome
(feet)
2
3
4
5
6
7
8
9
10
11
12
13
14
15
000
000
000
000
000
000
000
000
000
000
000
000
000
000
Permissib l e
range
1
2
3
4
5
6
7
8
9
10
11
12
13
14
900
895
885
875
865
855
845
835
825
815
805
795
785
775
to
to
to
to
to
to
to
to
to
to
to
to
to
to
2
3
4
5
6
7
8
9
10
11
12
13
14
15
100
105
115
125
135
145
155
165
175
185
195
205
215
225
Procedures - A i r c r a f t O p e r a t i o n s
3-8
Take-of f and Climb
2.3.1
P r i o r t o t a k i n g o f f one a l t i m e t e r s h a l l b e s e t on t h e l a t e s t QNH a l t i m e t e r
s e t t i n g f o r t h e aerodrome.
2.3.2
During c l i m b t o and w h i l e a t t h e t r a n s i t i o n a l t i t u d e , r e f e r e n c e s t o t h e
v e r t i c a l p o s i t i o n of t h e a i r c r a f t a s c o n t a i n e d i n a i r ground communications s h a l l b e .
e x p r e s s e d i n terms of a l t i t u d e s .
2.3.3
On p e n e t r a t i n g t h e t r a n s i t i o n a l t i t u d e t h e r e f e r e n c e f o r v e r t i c a l p o s i t i o n
of t h e a i r c r a f t s h a l l b e changed from a l t i t u d e s (QNH) t o f l i g h t l e v e l s (1013.2 mb) and
t h e r e a f t e r v e r t i c a l p o s i t i o n s h a l l b e e x p r e s s e d i n terms of f l i g h t l e v e l s .
2.4
En r o u t e
2.4.1
Vertical separation
During en r o u t e f l i g h t a t o r above t r a n s i t i o n l e v e l s o r t h e l o w e s t u s a b l e
2.4.1.1
f l i g h t l e v e l , whichever i s a p p l i c a b l e , a n a i r c r a f t s h a l l b e flown a t f l i g h t l e v e l s and
r e f e r e n c e s t o t h e v e r t i c a l p o s i t i o n of t h e a i r c r a f t a s c o n t a i n e d i n a i r - g r o u n d communicat i o n s s h a l l b e e x p r e s s e d i n terms of f l i g h t l e v e l s .
2.4.2
Terrain clearance
Where a d e q u a t e QNH a l t i m e t e r s e t t i n g r e p o r t s a r e a v a i l a b l e , t h e l a t e s t and

2.4.2.1
most a p p r 0 p r i a t . e r e p o r t s s h a l l b e used f o r a s s e s s i n g t e r r a i n c l e a r a n c e .
Where t h e adequacy of t e r r a i n c l e a r a n c e cannot b e a s s e s s e d w i t h a n a c c e p t a b l e
2.4.2.2
d e g r e e of a c c u r a c y by means of t h e QNH r e p o r t s a v a i l a b l e o r f o r e c a s t lowest mean s e a l e v e l
p r e s s u r e , o t h e r i n f o r m a t i o n s h a l l b e o b t a i n e d f o r checking t h e adequacy of t e r r a i n c l e a r a n c e .
2.5
Approach and Landing
P r i o r t o commencing t h e i n i t i a l approach t o an aerodrome t h e number of t h e

2.5.1
t r a n s i t i o n l e v e l s h a l l be obtained.
Note.- The t r a n s i t i o n l e v e l i s normally obtained from the appropriate a i r t r a f f i c

services u n i t .
P r i o r t o descending below t h e t r a n s i t i o n l e v e l t h e l a t e s t QNH a l t i m e t e r
2.5.2
s e t t i n g f o r t h e aerodrome s h a l l b e o b t a i n e d .
Note.- The l a t e s t QNH altimeter s e t t i n g for the aerodrome i s normaZZy obtained from
the appropriate a i r t r a f f i c services u n i t .
O n d e s c e n d i n g below t h e t r a n s i t i o n l e v e l t h e - r e f e r e n c e f o r v e r t i c a l p o s i t i o n
2.5.3
s h a l l b e changed from f l i g h t l e v e l s (1013.2 mb) t o a l t i t u d e s (QNH) and t h e r e a f t e r t h e v e r t i c a l p o s i t i o n of t h e a i r c r a f t s h a l l b e e x p r e s s e d i n terms of a l t i t u d e s .
Note.- This does not preclude a p i l o t using a QFE s e t t i n g for t e r r a i n clearance

p w p o s e s i n g tAe f i n a l approach t o the runway i n accordance with 2.5.4.
111.- A l t i m e t e r S e t t i n g Procedures
3-9
2.5.3.1
The r e f e r e n c e f o r v e r t i c a l p o s i t i o n may b e changed from f l i g h t l e v e l s
(1013.2 mb) t o a l t i t u d e s (QNH) above t h e t r a n s i t i o n l e v e l , when c l e a r e d t o do s o by t h e
a p p r o p r i a t e ATS u n i t a f t e r approach c l e a r a n c e h a s been i s s u e d and t h e d e s c e n t t o l a n d i s
commenced provided t h a t l e v e l f l i g h t above t h e t r a n s i t i o n a l t i t u d e i s n o t i n d i c a t e d o r
anticipated
2.5.4
When an a i r c r a f t which has been given a clearanc; a s number one t o l a n d i s
of t h e a i r c r a f t s h a l l be e x p r e s s e d
completing i t s approach u s i n g QFE, t h e v e r t i c a l
i n terms of h e i g h t above t h e aerodrome datum used f o r t h e o b s t a c l e . c l e a r a n c e l i m i t ( s e e
2.1.10 i n P a r t 11) during t h a t p o r t i o n 'of it.: f l i g h t f o r which t h e QFE may be used.
2.6
Missed approach
The a l t i m e t e r s e t t i n g s used while completing a missed approach procedure

w i l l be dependent upon whether o r n o t t h e procedure can be c a r r i e d o u t below t h e t r a n s i t i o n
a l t i t u d e and i n any e v e n t t h e y should be c o n s i s t e n t w i t h t h e r e l e v a n t procedures c o n t a i n e d
i n 2.3, 2.4 and 2.5.
PART IV. - METEOROLOGICAL INFORMATION

FOR FLIGHT O P E R A T I O N S
Procedures f o r t h i s Section are not y e t developed but s e e the guidance material
r e l a t i n g t o the Ground Exchange of Operational Meteorological Information a t Attachment F ,
following.
(Doc 8168-OPS/611/3)
P A R T V . - SECONDARY S U R V E I L L A N C E RADAR ( S S R )
TRANSPONDER OPERATING PROCEDURES
INTRODUCTION
To e n s u r e t h e s a f e and e f f i c i e n t u,se o f . S S R , . p i l o t s -and c o n t r o l l e r s s h o u l d s t r i c t l y
r a a i o , t e l e p h o n y phraa d h e r e t o p u b l i s h e d o p e r a t i n g procedures:.
I n particu1ar;standard
seology s h a l l b e used and, t h e c o r r e c t s e t t i n g of modes and codes i n t r a n s p o n d e r s and ground
decoding equipment' s h a l l b e ensured ' a t a l l t i m e s .
Note.- Throughout t h i s part SSR codes .are shown i n four figures a s used-when the
4096-codeconfiguration i s i n operation. Foe the 64-code configuration, the f i r s t two
figures of the fou,r f i g m e code shotin represent the appZicabZe code.
C H A P T E R 1.- O P E R A T I O N O F T R A N S P O N D E R S
1.1
General
1.1.1
Except i n c a s e s of -emergency, r a d i o f a i l u r e , o r a s . s p e c i f i e d i n 1.1.2 below,
p i l o t s s h a l l o p e r a t e t h e t r a n s p o n d e r and s e l e c t modes and codes 'as i n d i v i d u a l l y d i r e c t e d
by ATC.
1.1.2
When proceeding from a n a r e a o r l a y e r s of t h e a i r s p a c e where ATC h a s n o t
d i r e c t e d t h e p i l o t t o o p e r a t e t h e t r a n s p o n d e r t o an a r e a o r l a y e r s of t.he a i r s p a c e where
SSR i s used f o r AT6 p u r p o s e s , p . i l o t s s h a l l o p e r a t e t r a n s p o n d e r s on Mode A Code 2000 b e f o r e
e n t r y u n t i l o t h e r w i s e d i r e c t e d by ATC.
NO&.-.
-
he
app2icatibn of t h i s procedure l ~ i Z lbe the subject of Regional ~ i h&ir
gation Agreement.
1.1.3
p i l o t s ' s h a l l n o t o b e r a t e ' t h e SSR 'SPI featui-e u n l e s s r e q u e s t e d by ATC.
Note.- Although a Zow s e n s i t i v i t y feature i s not required i n SSR airborne equipment

by the specification o f Annex 10, it i s known t h a t some equipment s t i l l i n use does have
t h i s feature. P i l o t s of a i r c r a f t f i t t e d with such equipment should not use t h e low sensit i v i t y feature except when requested by ATC.
1.2
Emerpency P r o c e d u r e s
The p i l o t of an a i r c r a f t e n c o u n t e r i n g a s t a t e of emergency and who h a s

1.2.1
p r e v i o u s l y been d i r e c t e d by ATC t o o p e r a t e t h e t r a n s p o n d e r on a s p e c i f i e d code s h a l l
m a i n t a i n t h i s code s e t t i n g u n l e s s o t h e r w i s e a d v i s e d by ATC.
1.2.2
Code 7700.
I n a l l o t h e r c i r c u m s t a n c e s , t h e t r a n s p o n d e r s h a l l b e s e t t o Mode A
(Doc 8 1 6 8 - 0 ~ ~ / 6 1 1 / 3 )
5- 2
Procedures
- Aircraft
O~erations
1.2.3
N o t w i t h s t a n d i n g t h e procedures a t 1.2.1, a p i l o t may select Mode A
Code 7700 whenever h e h a s s p e c i f i c r e a s o n t o b e l i e v e t h a t t h i s would be t h e b e s t c o u r s e
of a c t i o n .
Note.- Attention i s drawn t o the fact that the use of Mode A Code 7700 i n certain
areas may r e s u l t i n t h e etimination of the SSR response of the a i r c r a f t from the ATC radar
display i n cases where the ground equipment i s not. provided o i t h automatic means for i t s
imnediate recognition.
1.3
.Radio Communication. F a. i l u r e Procedures

-
The p i l o t of a n a i r c r a f t l o s i n g two-way communications s h a l l set t h e t r a n -
1.3.1
sponder t o Mode A Code 7600.
Note.- A' controller observing a response on t h e radio cmmiunications failure code

w i l l ascertain the extent of the ,faxlure by i n s t r u c t i q the p i l o t t o operate the S P I feature or t o change code. Where it i s detemnined t h a t the aircraft'receizjer i s functioning,
further controt of the a i r c r a f t w i l l be continued using code changes or SPI transmission
t o acknowledge r e c e i p t of czearances issued.
CHAPTER 2 . - PHRASEOLOGY
2.1
Used by ATS
2.1.1
6.3.
The phraseology used by ATS i s c o n t a i n e d i n PANS-RAC (Doc 4 4 4 4 ) , P a r t X,
2.2.
Used by P i l o t s
When a d v i s i n g ATS of t h e c a p a b i l i t y of t h e SSR equipment c a r r i e d , p i l o t s

2.2.1
s h a l l u s e t h e code l e t t e r a p p r o p r i a t e t o t h e t r a n s p o n d e r a s e n t e r e d i n I t e m 10 of t h e
F l i g h t P l a n Form, e.g. TRANSPONDER GOLF.
When acknowledging mode/code s e t t i n g i n s t r u c t i o n s , p i l o t s s h a l l r e a d back
2.2.2
t h e mode and code t o be set.
ATTACHMENTS T o PANS-OPS
ATTACHMENT A
APPLICATION O F THE OBSTRUCTION CLEARANCE S U R F A C E (OCS)
AND'DETERMINATION O F OBSTACLE CLEARANCE LLiMIT (0CL)
1.
- O b s t a c l e .Clearance
L i m i t f o r F i n a l Approach
. .
1.1
A i d s with v e r t i c a l guidance ( s e e F i g u r e s A-1 a n d A-2).
a ) T h e m i n i m u m altitude f o r that portion of the a p p r o a c h p r i o r to i n t e r c e p t i n g t h e

d e s c e n t path wrll not be l e s s than t h a t which will provide t h e spec'ified o b s t a c l e c l e a r a n c e
b) A* a i r c r a f t m a y d e s c e n d on i n s t r u m e n t s t o t h e point a t which t h e m i n i m u m
p r e s c r i b e d c l e a r a n c e c a n be stillo.btained. If t h e r e i s no p e n e t r a t i o n of t h e OCS t h e n
t h e o b s t a c l e c l e a r a n c e 1,imit
(OCL) f o r final a p p r o a c h will b e e q u a l to t h e p r e s c r i b e d
..
m i n i m u m safe c l e a r a n c e . Where-o b s t r u c t i o n s p e n e t r a t e t h e OCS, the O C L f o r f i n a l
approach will be the height of t h e o b s t r u c t i o n above t h r e s h o l d elevation p l u s t h e o b s t a c l e .
c l e a r a n c e require;! at t h a t point.
1. 2
A i d s with no v e r t i c a l guidance ( s e e F i g u r e A-3).
a) T h e m i n i m u m altitude for-that portion of the a p p r o a c h ( p r i o r t o a r r i v a l a t the

facility) will ,not be l e s s than that which will provide t h e specified o b s t a c l e c l e a r a n c e .
b) A f t e r p a s s i n g t h e facility, w h e r e t h i s is located off t h e a e r o d r o m e , th,e a i r c r a f t
m a y d e s c e n d on i n s t r u m e n t s t o t h a t height which will give a t l e a s t t h e m-ini,mum c l e a r a n c
hi's
specified above a l l o b s t a c l e s in .th'e final a p p r o a c h a r e a within the defined l i m i t s .
will b e the obs,tacle c l e a r a n c e l i m i t f o r final approach.
2.
- Obstacle
C l e a r a n c e L i m i t f o r M i s s e d Approach (see' F i g u r e A-4).
a ) T h e o b s t a c l e c l e a r a n c e limit for t h e m i s s e d a p p r o a c h will be t h e height a t

which-a 1:40 plane p e r p e n d i c u l a r t o the v e r t i c a l plane which c o n t a i n s t h e c e n t r e l i n e of
the runway and passing a t l e a s t 30 m e t r e s (100 f e e t ) above a n y object i n t h e m i s s e d
a p p r o a c h a r e a , i n t e r s e c t s a v e r t i c a l plane a t right a n g l e s to t h e runway c e n t r e l i n e a t
the beginning of the final p a r t of the m i s s e d a p p r o a c h a r e a in the c a s e of ILS .and P A R
and t h e beginning of t h e m i s s e d a p p r o a c h a r e a i n a l l o t h e r c a s e s .
b) T h e o b s t a c l e c l e a r a n c e l i m i t f o r t h e p r o c e d u r e s h a l l be w h i c h e v e r i s t h e h i g h e r
of that c a l c u l a t e d for final a p p r o a c h o r t h a t c a l c u l a t e d ' f o r m i s s e d a p p r o a c h .
(Doc 8168-OPS/611/3)
CLEARANCE
Fig. A-1
DETERMINATION O F F I N A L A P P R O A C H O B S T A C L E C L E A R A N C E LIMIT l O C L l
PAR
7000
6000
5000
4000
3000
NOTE
Height scale is
10 times the horizontal
0'.
\
1
-4
\
2000
1000
METRES
OF FEET
Fig. A-2
4.
Procedures
- Aircraft d
~ r aet i o n s
DETERMINATION O F MISSED APPROACH OBSTACLE CLEARANCE LIMIT (OCL)
Fig. A - 4
THIS PAGE INTENTIONALLY LEFT BLANK
ATTACHMENT B
ASSUMPTIONS O F A TECHNICAL CHARACTER ON WHICI-I T H E
ILS OBSTACLE CLEARANCE SPECIFICATIONS ARE BASED
1.
- Signals
i n Space
According to Annex 10 the achieved glide path position m a y f a l l by 0, 0759 below t h e

1.1
nominal glide path elevation 0.
'
1, 2
'1. 3
- A l s o t h e 2-112 dot fly-up line m a y be u p to 0.148 below t h e achleved glide- path.

F u r t h e r , thk latter. line m a y f a l l
bjr 0. 0,3758.
1. 4' T h e position in s p a c e of the 2-1/2 dot fly-up line (DDM = 0. 0875) c a n t h u s f a l l t o

(0. 075t0. 14 t 0. 0375)8 = 0. 25258 below the nominal glide path.
T h e s e v a l u e s a r e shown d i a g r a m m a t i c a l l y i n F i g u r e s B-1 and B-2. - T h e y h a v e been
1. 5
added a r i t h m e t i c a l l y s i n c e they m a y not be independent v a r i a b l e s and consequently m a y
not be capable of s t a t i s t i c a l summation.
2.
- Aircraft
Receiver Variables
2, 1 Only those m a j o r v a r i a b l e s a t p r e s e n t specified i n Annex 10, Attachment C t o

P a r t I? ie. r e c e i v e r gain e r r o r and off c e n t r i n g e r r o r , a r e considered.
At the 2-1/2 dot fly-up p o s i t i o n . i n s p a c e w h e r e the i n d i c a t o r should be showing

2. 2
75 @ i t m a y -only be showing 65 plA (See F i g u r e B-3). Consequently the a i r c r a f t will
h a v e t o be, flown l o w e r i n o r d e r to achieve a 2-112 dot indication.
It will h a v e to d e s c e n d t p g . x 0.17758
+ 0. 0758 below
8.
2. 3 The r e c e i v e r m a y a l s o h a v e ( f o r Category I) a n off-centring e r r o r of 12 PA.

A s s u m i n g t h i s i s constant a c r o s s the i n d i c a t o r , the a i r c r a f t will h a v e a g a i n to be flown
l o w e r to achieve 2-1/2 dot indication.
It will h a v e to d e s c e n d a f u ~ t h e rl2 x .O. 17.758 below 8.
TT
(Doc 8168-OP~/611/3)
Procedures
2. 4
The a i r c r a f t m a y thus, with a 2-112 dot fly-up indication, be a total of
,
75
65
or
l 2 x 0.17759 t 0. 0758 = 0. 3138 below 8 (Cat I)
75
x
65
+
0.17750
+ 0.0758
= 0. 2968 below 8 (Cat 11)
T h e s e a n g l e s c o r r e s p o n d to elevations of 0. 6878 (Cat I) and 0. 7048 (Cat IL)

respectively.
2. 5
3.
- The e f f e c t of b e a m bends
Beam bends a r e p e r m i t t e d on the glide path- a s s e t out in' Annex 10, T h e s e bends
3.1
a r e standardized only a s r e g a r d s Category 11. Category I values a r e f o r guidance only
(Annex 10 - Attachment C t o P a r t I), the flyability of a Category I installation normally
being determined by flight te st,
3. 2 Since the p e r m i t t e d bend amplitudes a r e r e l a t e d t o positions in space along the
glide path they a r e ,introduced a t the corresponding s t a g e s of the calculations i n Table 1
hereafter.
4.
- Lowest Approach
Angles a t 2-1/2 dot fly-ue
At the foot of T a b l e 1 a r e shown the lowest elevation a n g l e s in t e r m s of 8 r e a c h e d

4-1
by a i r c r a f t on the approach with 2-112 dot fly-up indication assuming:.
a j Maximum surnmation of ground equipment t o l e r a n c e s in the w d r s t direction;
b) Maximum pe rmitted beam bend amplitude s;
c) Maximum a i r b o r n e r e c e i v e r e r r o r s , i n the w o r s t direction, due to centring

e r r o r and path s e c t o r e r r o r .
Attachment B
ILS SIGNALS I N SPACE
LOWER HALF GLIDE PATH SECTOR

Notes:
-
0 H
Horizontal.
0 A
Nominal g l i d e p a t h 8.
0 B
Achieved g l i d e path.
0 C
Lowest p o s i t i o n of 2-112 d o t fly-up p a t h as s e t up.
0 D. =
E
0 i s t h e p r o j e c t e d lower end of t h e g l i d e path.
Lowest p o s i t i o n of 2-1/2'do't
Possible f l a r e .
fly-up p a t h b e f o r e monitor t r i p s .
10
Procedures
- Aircraft
0~erati.ons
DDM VARIATION I N SPACE WITH ANGLES BTSOW

THE NOMINAL GLIDE PATH
Notes :
0'
DDM of 0.0875; nominally 2-112 d o t s fly-up.
Nominal g l i d e p a t h p o s i t i o n .
0'
Achieved g l i d e p a t h p o s i t i o n .
Nominal lower l i m i t h a l f g l i d e p a t h s e c t o r
Lowest p e r m i t t e d l i m i t h a l f g l i d e path s e c t o r
Lowest p o s i t i o n lower l i m i t h a l f g l i d e p a t h s e c t o r w i t h lowest p e r m i t t e d

achieved g l i d e p a t h ,
(Monitor t r i p v a l u e ) .
V a r i a t i o n of DDM i n s p a c e w i t h a n g l e below 0 w i t h lowest p e r m i t t e d

p o s i t i o n of g l i d e p a t h a n d ' v i d e s t p e r m i t t e d h a l f g l i d e path s e c t o r width.
F i g . B-2
w i t h achieved
g l i d e p a t h of 0 .
VARIATION''OF INDICATOR CURRENT

'
FOR
:~dtes
:
w ITH
ANGLE BELOW GLIDE PATH'
L.biks~G L I ~ E.PLTH AMSECTOR LIMITS 'INSPACE
Ideal receiver characteristic.
Deteriorated receiver.characteristic; no centring error,
~&te?iorated,
... receiver
.. .
.characteristic .with
(assumed constant across 2-112 dot indicator tan&).
D E
10 WA.
F G
12 GA for Category I; 6 &A for Category 11.
Fig. B-3
centring error
12
--
.. -
~ r o c e l d u r e s- A i r c r a f t O p e r a t i o n s
Table 1
C a l c u l a t i o n of t h e lowest t h e o r e t i c a l a i r c r a f t . g l i d e p a t h antenna h e i g h t s corresponding
t o 2-112 d o t fly-up i n d i c a t i o n assuming a n a r i t h m e t i c a l summation of maximum p e r m i t t e d
a d v e r s e ground and a i r b o r n e equipment t o l e r a n c e s and a l l o w i n g f o r beam bends
86.5 f t
Note
Note 2:
1:
Note 3:
Note 4:
Note 5:
86.5 f t
Outer marker taken. a s 24 700 f t from g l i d e p a t h o r i g i n .

Middle marker t a k e n a s P o i n t A, 4 500 f t from g l i d e p a t h o r i g i n .
Threshold t a k e n a s 1 000 f t from g l i d e p a t h o r i g i n .
H e i g h t s a r e a i r c r a f t g l i d e s l o p e r e c e i v e r antenna h e i g h t s .
Annex 10 only s p e c i f i e s band amplitudes i n t o t h e 100 f t p o i n t on t h e
g l i d e p a t h f o r Category I.
ATTACHMENT C
GUIDAXCE MATERIAL RELATED TO THE HOLDING' PROCEDURES

PANS-OPS, CHAPTER 1 , P A R T II
TABLE OF CONTENTS
1.
D e t e r m i n a t i o n o,f additiqnal o b s t a c l e c l e a r a n c e r e q u i r e m e n t s
holding f e v e l s i n a r e a s , q f high t e r r a i n o r i n
for
mountainous a r e a s . .
.........................................
...........
17
R a t e of t u r n , i n t e r m s of bank and t r u e ' a i r s p e e d
18
Accountable wind v s . Altitude
..............
. . . . . . . . . . . . . . . . . . .: . . . . . . . . . . .
19
Graph
Turn parameters
..:....................
.: . . . . . . . . . . . . .
20
F o r m u l a e f o r b a s i c holding ar,ea p a r a m e t e r c a l c u l a t i o ~ s .. . . . . . .
21
Construction of the b a s i c holding a r e a and the a s s o c i a t e d

o m n i d i r e c t i o n a l e n t r y a r e a s by calculation of boundary
points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
vs. ~ l t i t u d e. . . . . . . . . . . . . . . . . . . .
Temperature
2.
15
2. 1.
Construction of t h e b a s i c holding a r e a
2. 2.
Construction of the e n t r y a r e a a s s u m i n g omnidirectional entry
....................................
25
Explanation of the t h e o r y f o r the construction' of the

single VOR o v e r h e a d b a s i c holding a r e a . . . . . . . . . . . . . . . .
27
Explanation of the t h e o r y f o r c o n s t r u c t i n g the e n t r y

a r e a a s s o c i a t e d with a single VOR o v e r h e a d b a s i c
holding area.,......,.....,.~.~~.~O.~o~OO.O.OOOOoo
35
2. 3.
2 . 4.
.................
23
T a b l e 1. P a r a m e t e r s , f a c t o r s and d i m e n s i o n s
a s s o c i a t e d with the c o n s t r u c t i o n of the b a s i c holding
area. ...............................................
T a b l e 2, P a r a m e t e r s , f a c t o r s a n d ' d i m e n s i o n s
ass0ciate.d with the c o n s t r u c t i o n of the e n t r y a r e a s
.
D i a g r a m 1.
....
......
- B a s i c holding a r e a . . . . . . . . . . . . . . . . . . . . . . .
D i a g r a m 2. - B a s i c holding a r e a and t h e a s s o c i a t e d
omnidirectional e n t r y a r e a
.............
.............
(Doc 8 1 6 8 - 0 ~ ~ / 6 1 1 / 3 )
39
40
41
42
14.
3.
Proc::dures
A l t e r n a t i v e c o n s t r u c t i o n of the b a s i c holding a r e a and t h e .

a s s o c i a t e d e n t r y a r e a s by plotting
.
.-
3 . 1.
3 . 3. -
3. 2.
3 . 4.
..........................
43
P a r a m e t e r s , factors and dimensions associated

with the a r e a c o n s t r u c t i o n . . . . . . . . . . . . . . . . . . . . . ' . . . . . . .
44
.........
45
.......
46
Construction of o m n i d i r e c t i o n a l wind t e m p l a t e
A l t e r n a t i v e c o n s t r u c t i o n of the b a s i c holding a r e a
A l t e r n a t i v e c o n s t r u c t i o n of the e n t r y a r e a a s s u m i n g
omnidirectional entry
................... .............
-.
- --.
D i a g r a m 3. B a s i c holding a r e a and the a s s o c i a t e d

omnidirectional entry a r e a - Alternative construction
48
-
...
50
D i a g r a m 4. T e m p l a t e f o r plotting ornnidir e c t i o n a l
winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
51
D i a g r a m 5.
--
- DME
s l a n t range/ground d i s t a n c e . .
........
52
Attachment C
15
1. - DETERMINATION OF ADDITIONAL OBSTACLE CLEARANCE REQUIREMENTS

FOR MINIMUM HOLDING LEVELS IN AREAS O F HIGH TERRAIN OR IN
MOUNTAINOUS AREAS
When winds of 20 knots o r m o r e m o v e o v e r p r e c i p i t o u s t e r r a i n , l e e o r
1. 1
windward s i d e t u r b u l e n c e c a n b e c r e a t e d , v a r y i n g in intensity. T h e d e g r e e of t h i s
t u r b u l e n c e i s t h e r e s u l t of m a n y v a r i a b l e s , s u c h a s wind s p e e d , wind d i r e c t i o n i n r e l a tion to t h e t e r r a i n , a t m o s p h e r i c eddies, v o r t i c e s , waves a n d o t h e r w e a t h e r phenomena.
One s i d e effect of s u c h t u r b u l e n c e i s i t s a s s o c i a t e d effect on a l t i m e t e r p e r f o r m a n c e
which can r e s u l t in e r r o r s f r o m a f e w to m a n y f e e t depending upon t h e s e v e r i t y of t h e
disturbance.
C r i t e r i a f o r establishing m i n i m u m holding a l t i t u d e s in mountainous
1.2
a r e a s should t a k e into c o n s i d e r a t i o n B e r n o u l l i effect and p r e c i p i t o u s t e r r a i n t u r b u l e n c e .
A typical a r e a of mountainous t e r r a i n which could p r o d u c e B e r n o u l l i effect, t u r b u l e n c e
and a s s o c i a t e d a l t i m e t e r e r r o r is shown i n F i g u r e C- 1.
16
Procedures
Due to t h e m a n y v a r i a b l e s a s s o c i a t e d with s u c h phenomena in m o u n 1. 3

t a i n o u s t e r r a i n i t i s i m p r a c t i c a b l e . to p r o v i d e s p e c i f i c guidance t h a t will c a t e r to each
situation. H o w e v e r , when e s t a b l i s h i n g holding p a t t e r n s in mountainous a r e a s and when
d e t e r m i n i n g holding l e v e l s a s a r e s u l t of o b s t a c l e c l e a r a n c e c o n s i d e r a t i o n s t h e following
should b e t a k e n into account:
Ar'eas c h a r a c t e r i z e d by p r e c i p i t o u s t e r r a i n .
1.3. 1
1.3.2
downdrafts)
1.3.3
Weather phenomena p e c u l i a r t o a p a r t i c u l a r a r e a (including e x t r e m e

P h e n o m e n a conducive t o s t e e p l o c a l p r e s s u r e gradients.'
In a r e a s w h e r e i t i s believed that t h e conditions d e s c r i b e d above m a y

1.4
e x i s t , o r i n a r e a s w h e r e high altitude holding i s r e q u i r e d b e c a u s e of high t e r r a i n , t h e
m i n i m u m holding altitude should b e at a l e v e l which would e n s u r e t h e l e a s t likelihood of
exposing t h e a i r c r a f t to o b s t a c l e s due to t h e p o s s i b l e effect on a l t i m e t e r p e r f o r m a n c e of
t h e m e t e o r o l o g i c a l phenomena mentioned. T h i s l e v e l w i l l v a r y f r o m a m i n i m u m of
300 m e t r e s ( 1 000 f e e t ) above o b s t r u c t i o n s within t h e holding a r e a to 600 m e t r e s
( 2 000 f e e t ) o r m o r e whenever e x p e r i e n c e i n d i c a t e s a h i s t o r y of t u r b u l e n c e o r o t h e r
a s s o c i a t e d p h e n o m e n a in t h e a r e a including t h e a s s o c i a t e d Buffer A r e a .
Attachment C
17
AND-G VALUES AT VARYING AIRSPEEDS

-..*,
. . --..--RATE.OF
--sksRADIUS
TURN (DEGREES/SECOND)
(NAUTICAL MILES)
FIG. ' C - 2
18
Procedures
R A T E OF TURM, I N TERMS OF BANK AND TRUE AIRSPEED
EXAMPLE: T.A.S.
= 4.16
W m ~ n .
65 30'
RUM of
t u n r 2.5'pa second
FIG. C-3
- Aircraft
Operations
13
Attachment C
ACCOUNTABLE WIND v s . . ALTITUDE

Feet
x
Metres
x 100
1000
39
38
37
36
35
34
33
32
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
9
8
6.
5
4
2.
1
. 50
60
70
80
90
FIG. C - 4
100
110
120
Knots
Procedures
20
TEMPERATURE v s . ALTITUDE
Feet
n 1000
Metres
n 100
FIG. C - 5
Attachment C
21
FORMULAE FOR BASIC HOLDING AREA PARAMETER CAL.CULATIONS

1.
Angle of bank and r a t e of t u r n calculation f o r m u l a
where,
angle of bank i n d e g r e e s
t r u e airspeed i n NM/minute
r a t e of t u r n in d e g r e e s p e r second
. .
2.
Cone effect a r e a ' r a d i w s calculation f o r m u l a e
I
where,
= 0 . 0 5 4 h tan
7,
z = r a d i u s of t h e cone effect
a r e a in NM
where,
= r a d i u s of t h e cone effect
a r e'a i n NM
h = . a l t i t u d e in hundreds
h = altitude i n thousands
of f e e t
of m e t r e s
y---=112 cone angle i n d e g r e e s .
= 112 cone angle in d e g r e e s
W i n d velocity calculation f o r m u l a e
where,
w = wind speed in knots

( u p to 1 2 0 )
h = altitude in h u n d r e d s of
metres
where,
w ,= wind s p e e d in knots,
( u p to 120)
h = a l t i t u d e in thousands
of f e e t
22
Procedu;&s
A i r c r a f t op&ations
2. - CONSTRUCTION O F THE BASIC HOLDING AREA AND THE ASSOCIATED

OMNIDIRECTIONAL ENTRY AREAS BY CALCULATION O F BOUNDARY POINTS
The example in Diagram 1 :illustrates the b a s i c ,holding a r e a and that

in Diagram 2 the b.asic holding a r e a ,and t h e associated omnidirectional e n t r y a r e a for
holding overhead one YOR!. T h e s e e methods as, outlined h the;f,ol16wing text . a r e
applicable, f o r .other..fa c i 1 i t i . e ~o r combinations thereof, such a s NDBS,: VOR r'a,dial -intersection holdings, Gtc.'' However, s&me f a c t o r s h v o l v e d with the c a i c u l i t i d n i have to b e
modified;
If viewed f r o m a logical point of view certain steps in the plotting of
t h e s e a r e a s appear contradictory, . s o m e of the assumptions never occurring jointly.
However, such apparent contradictions, although deliberate, a r e minor in effect; they
are.done in the i n t e r e s t of simplicity of plotting; they always i n c r e a s e the protected
a i r s p a c e , i. e. the a r e a concerned and thereby promote safety.
23
Attachment 'C
2. 1 Construction of the B a s i c Holding A r e a

(References Table 1 and D i a g r a m 1)
2.1.1
VOR facility.
Draw the inbound t r a c k and m a r k point S which i s the location of t h e
At a 90 d e g r e e s angle f r o m the inbound t r a c k l o c a t e point E above S

2. 1 . 2
( T a b l e l', l i n e 14).
2. 1. 3
Draw a line through E p a r a l l e l to the inbound t r a c k and l o c a t e points Z2,
F , G, K .and L ( T a b l e I, lines 14, 15, 16, 18 and 20).

Draw lines a t 90 d e g r e e s angles to the inbound t r a c k through points
2. 1 . 4
and K and locate point H above F (Table 1, line 17).
2. 1. 5
above K.
Draw. a line through H p a r a l l e l to .the inbound t r a c k and locate point I
2. 1 . 6
Locate point J'above I (Table 1, line 19).
2. 1.7
Locate point M on the C-axis below K.
2. 1.8
Locate point N below M ( T a b l e 1, line 2 1).
2. 1.9
Set compass f o r distance S Z 2 .
2.1.9. 1
With compass c e n t r e a t G d r a w an a r c above F.
2. 1.9. 2
first arc.
Relocate t h e compass c e n t r e at H and dra.w an a r c through the
2. 1.9, 3
and H.
With compass c e n t r e at t h e i n t e r s e c t i o n of t h e t w o a r c s connect G
2. 1.10
Draw the tangent f r o m J to the c i r c u l a r a r c GH.
With c o m p a s s c e n t r e a t L and with compass s e t for distance L M , draw

:2.l.ll
an a r c f r o m above N to below J.
2. 1. 11. 1
Relocate compass c e n t r e at J and draw s h o r t a r c a c r o s s the f i r s t a r c .
2. 1. 11.2
with L.
Relocate compass c e n t r e a t t h e intersection of the a r c s and c o m e i t J
2. 1. 12 .
on the C-axis.
Through L draw a line a t right angle to the C-axis and l o c a t e point V
2. 1. 12. 1
Set compass f o r distance K N .
2 . 1.12.2
With compass c e n t r e at V d r a w an a r c between K and E.
Procedures
24
2.1.12.3
Relocatethecompass c e n t r e ' a t N a n d d r a w a n a r c throughthefirstarc.
2.1. 1 2 . 4
Relocate the compass c e n t r e at the intersection of the two a r c s and
connect V and N.
With compass s e t for distance N F , c e n t r e a t N , draw an a r c above

2. 1. 13
and to the right of K.
2.1. 13. 1
Relocate compass c e n t r e a t G and draw a short a r c a c r o s s the f i r s t a r c .
2. 1. 13.2
Relocate c o m p a s s c e n t r e a t t h e intersection .of t h e a r c s and connect N
and G.
Attachment C
2. 2,
25
- Construction of t h e Entry A r e a Assuming Omnidirectional E n t r y

rn
(References Table 2 and ~ i a ~ r a 2)
2.2. 1
Draw a line through S, making an angle of 20 with the D-axis in the
direction of the A-axis Bnd locate point .O(Table 2, l i n e 3).
2.2.2
line 4).
2.2.3
2.2.4
line 6).
Draw a line through 0 at right angles t o SO and locate point F 1 ( T a b l e Z ,

Draw a line f r o m S through F1 and locate point Q ( T a b l e 2, l i n e 5).
'
Draw a line through Q at right angles t o SO and locate point R ( T a b l e 2,
2. 2. 5
Set cornpass for distance SR and d r a w an a r c clockwise f r o m R to
i n t e r s e c t the b a s i c holding area..
2.2.6
Draw a line through F1 p a r a l l e l t o the D-axis and locate point G1
(Table 2, line 7).

2. 2 . 7
above F1.
2.2.7. 1
2. 2.7. 2
connect RG1.
2. 2. 8
Set compass f o r distance RG1 with c e n t r e at G1 and d r a w an a r c

-Relocate compass c e n t r e a t R and' draw an a r c a c r o s s the f i r s t a r c .
Relocate compass c e n t r e a t the intersection of the two a r c s a n d
Locate p o i n t 0 1 on the B-axis above S ( T a b l e 2, line 8).
2.2.9
Draw a line through 0 1 p a r a l l e l to the C-axis and locate point L1
(Table 2 , line l9).,
,
2.2.10
Draw a line through L1 at right angles to the inbound t r a c k and l o c a t e .
point L 2 , distance L1 L2 being twice distance SO1 ( T a b l e 2 , line 8).
2.2. lil
Locate point M2 on the inbound t r a c k ( T a b l e 2, line 14).
2 . 2 . 12
Draw a line through M2 a t right angles t o the inbound t r a c k and locate
pbint W 1 below M2 (T able 2, line 18).
2. 2. 13
Set compass for distance W 1 M2 c e n t r e compass at W1 and draw a
short a r c f r o m M2 to the left.
2. 2. 13. 1
Centre compass a t L 2 and draw an a r c through the f i r s t one.
Procedures
26
2. 2. 13.2
with W 1.
.
Gentre c o m p a s s at the.intersection of the two a r c s and connect L 2
- 2. 2. 13. 3
C e n t r e c o m p a s s a t M2 and draw a s m a l l a r c tbrough.the extension of
W1 M2 above M2.
'
Centre c o m p a s s at the intersection of t h i s a r c with the extension of

2.2. 13.4
W1 M2 and d r a w an a r c f r o m M2 to the left.
. 2.2.. 13. 5
Centre. c o m p a s s a t L2 and-draw a n a r c through the- l a s t one..
C e n t r e c o m p a s s a t the intersection of the two l a s t a r c s and draw a n

2.2. 13.6
a r c f r o m L2 t o the boundary of the b a s i c holding pattern.
Set compass f o r distance W1 F l , c e n t r e , c o m p a s s a t W 1 and dr.aw an
2 . 2 . 14
a r c above and t o the left of M2.
2. 2. 14. 1
2.2. l4,2
connect W 1 G I .
Relocate the compass c e n t r e a t GI and draw
an
a r c a c r o s s the f i r s t . one.
Relocate the compass c e n t r e at t h e intersection of the two a r c s and
Attachment C
2. 3.
.- --
27
--.
.-
~ k ~ l a n a t i oofn the Theory for the Construction of the Single

VOR Overhead B a s i c Holding A r e a
.
2.3. 1
The construction a s described in 2 . 1 i s b a s e d on the connexion of
5 distinct and m o s t a d v e r s e positions in the p a t t e r n by m e a n s of s t r a i g h t l i n e s or c i r c l e
a r c s in such a way that the resulting a r e a encompasses all possible positions of an a i r c r a f t that i s flying in the pattern, provided that the pilot a d h e r e s to the p r e s c r i b e d
procedures and r e m a i n s within the established l i m i t s of indicated a i r s p e e d , angle of bank
and t i m e tolerances; the facility satisfies the established c r i t e r i a and the wind velocity
and t e m p e r a t u r e a r e not in excess of the values on which the calculations a r e based.
VOR C O N E E F F E C T AREA.
F I X IEN0 EDGE OF
OUTBOUND END EDGE

OF THE TO/FW:.t
SINCE BC APPROXIMATES a
A X = z t V.td + a
XD= (r t V. td
a ) *in 5 '
DY= q
VOR
CONE E F F E C T
AREA
1 II \
I
-*\
O F THE HOLDING
P A T T E R N OR
INTENDEO ENTRY
TRACK
POINT .A I S THE POINT WHERE P I L O T RECOGNIZES

CONE E F F E C T ( F U L L SCAr i OEFLECTIONI FROM
THIS POINT H E MAKES GOO: A TRACK WITHIN So
OF THE INBOUr40 OR ltJTEf;I'.'E'O ENTRY TRACK,
I
FIG. C-'6
L.3. 2
The method employed is a co-ordinate s y s t e m whereby the '5 m o s t
a d v e r s e positions a r e defined by mathematical formulae, through which a ve.ry flexible
application i s possible.
28
Procedcires
2 . 3. 3
For the derivation of the f o r m u l a e the following notation i s used:
True' a i r s p e e d . in nautical m i l e s p e r minute
r a t e of t u r n in degrees p e r second
w h e r e , dZ
if
tangent
0.055V
= bank angle in d e g r e e s
= TAS i n N M / ~ i n .
= 25O
-- -8;48
4-v-
radius of t u r n in .NM ,= .TI R
radius of 'cone effect a r e a i n NM
where, h = altitude in hundreds

of. m e t r e s
where,
h = altitude in thousands
of f,eet
'dl '=
1 / 2 cone angle in degrees.
7,=
112 cone angle in d e g r e e s .
half t h e c r o s s section in NM of the TO/ FROM signal e r r o r zone
where, h = altitude in hundreds

of m e t r e s
^8z
= angle of the TO/FROM
where,
h = altitude in thousands
of feet
T2 =
signal e r r o r zone in degrees
angle of the TO/FROM

signal e r r o r zone in d e g r e e s
q = the l a t e r a l deviation f r o m the facility when entering the cone of

ambiguity in NM ( F i g . C-6)
In the c a s e of. VOR:
1
q = z sin 15O = 0.26 z
w = omrmidixectional wind speed in NM/min.
(Figure C-4)
29
Attachment C
T = ,th\e t i m e in minutes t o fly outbound m e a s u r e d either f r o m

the outbound edge of the TO/FROM s.'ignal e r r o r zone o r
f r o m the moment the turn to outbound h a s been completed
i f this position has already been passed.
td = t i m e in minutes f r o m the moment that, a definite indication of
station p a s s a g e i s available u n t i l the moment the outbound
t u r n i s initiated. ( T h i s t i m e incorpoCates a 5 s e c . allowance
t o r o l l on bank to the r e q u i r e d bank angle, )
tt,j = t i m e tolerance on the outbound t r a c k in minutes. This may b e
either an undertiming or an over timing. (This t i m e incor p o r a t e s a 5 s e c , allowance to r o l l on bank to the r e q u i r e d
bank angle, )
2.3.4
The derivation of the formula for the m o s t a d v e r s e positions G, H , J ,
L and N in the holding p a t t e r n (Diagram 1. )
Position G i s the m o s t a d v e r s e position in the direction of the A-axks

2. 3.4. 1
of the p a t t e r n after having completed t h e f i r s t 105 degrees of the t u r n to outbound and
under the assumption of the following conditions:
i)
ii)
iii)
P o s i t i v e indication of p a s s a g e of the facility o c c u r s at t h e fix end

edge of the TO/FROM signal e r r o r zone ( F i g . C-6);
the t u r n t o outbound i s initiated td minutes after this.indication;
the wind direction is p a r a l l e l to the A-axis of the p a t t e r n .
2. 3 . 4.2
F o r the s a k e of simplicity of construction position G h a s been plotted
after the f i r s t 90 degrees of the t u r n t o outbound. However the. wind effect i s calculated
for 105 degrees of turn, a s the maximum displacement along t h e A-'axis actually o c c u r s
at the moment that the axial component of the TAS i s equal but opposite to the wind
direction.
2. 3.4. 3
T h e distance of position G f r o m the B-axis i s :
E F i s equal to SZ1, and i s ' the a i r distance in.NM f r o m S until

commencement of the turn to outbound
Since td = 0. 18 m i n .
E F = a t 0.18V
and
FZ2 = r
30
Procedures
, T h e distance Z2G i s the, effect of wind during th.e t i m e involved to r e a c h

2. 3. 4 . 4
point G f r o m t h e fix-end edge of t h e TOlFROM signal e r r o r zone'.
105
Z2G = . w ( t d . + -)
69 R
thus,
105
+ -)60
R
FG
= r t ' w (td
FG
1.75
= r f w (0.18tT
or,
SE' = radius of t u r n = r
Point H i s th-e -st
a d v e r s e position in the dire'ction of the B-axis of
2. 3 . 4 . 5
the holding p a t t e r n after completion of the turn t o outbound under the following conditions:
i)
ii)
The a i r c r a f t p a s s e s to the right of the station maintaining a t r a c k

equal to the inbound t r a c k plus 5 degrees:;
the turn .to outbound i s initiated td minutes after passage of the
fix-end edge of the TOIFROM signal e r r o r zone;
iii)
the wind i s p a r a l l e l t o the B-axis;
iv)
the t u r n to outbound is- completed on a heading p a r a l l e l to the C'axis

minus 5 d e g r e e s s o that a t u r n to outbound of 175 d e g r e e s has been
considered.
2. 3. 4. 6
The distance of point H f r o m the A-axis i s :
Since Z 1 F = F Z 3
= radius of t u r n = r
Z 3 H i s ground dist'ance f r o m the A-axis at the moment of commencel

2. 3 , 4 . 7
ment of the t u r n to outbound (XY i n Fig. C-6) plus the wind effect during the 175 degrees
of turn.
The ground distance f r o m - t h e A - a x i s a t the moment of commencement
2. 3.4. 8
of the t u r n t o outbound is:
XY =
+ ( z + V. td +
a) sin 5O
Attachment C
31
175
'Thewindeffectisequalto w . 60R
2.3.4.9
s o that FH = r t q t (z + V. t d
a) sin
q = 0.'26 z
Since
td . =---0;18 mins. , and

sin
5O = 0.087, and s i n c e 0.087a approximates 0. l a
it follows that
Point J is the m o s t a d v e r s e position in the direction of t h e B - a x i s a t

2. 3. 4. 10
the end of the outbound leg after completion of the f i r s t 20 d e g r e e s of the t u r n ' t o inbound
under the following conditj 9ns :
--
Note: For the sake of simplicity of comtruction position J is plotted fmrn the end pf the outbound leg.
However, the wind effect (I1 J) includes drift distance for the f i 20 degrees of turn toward inbound.
i)
ii)
Conditions at 2 . 3. 4. 5 i ) , i i ) , iii) a r e m e t ;
a 5-degr ee heading e r r o r away f r o m the inbound t r a c k i s
considered;
iii)
the t i m e flown on the outbound t r a c k m e a s u r e d f r o m the

outbound end edge of the T O / F R O M signal e r r o r zone until
the moment of commencement of the t u r n to ,inbound i s equal
to ( T + t f d ) minutes;
iv)
after the f i r s t 5 d e g r e e s of the turn to inbound have been

con-~pletedthe a i r c r a f t ' s h e a d i n g - ~ sp a r allel to the C - a x i s ,
so that the maximum displacement f r o m t h e C-axis will
occur after another 15 degrees of turn.
2 , 3 . 4. 1 1
The time involved to fly f r o m position H to the outbou~id-endedge of
the T O / F R O M signal e r r o r zone i s equal'to the t i m e to fly the distance (SZ1 a ) .
Since SZ,l = a
+ V.td
this t i m e will b e
-a .+ "1
--
2 a t td minutes
so that the t i m e spen$,~onthe outbound t r a c k fronl position H

until commencement of the-turn i s equal to
2 a +
td
t t d minutes
.
.
Procedures
32
2. 3 . 4 . 12
The a i r distance covered in this t i m e f r o m position H i s t h e r e f o r e :
The 'lin-e-H-I-5s-p.arallel t o the C-axis and since the angle between HI

2. 3 . 4 . 13
and HI1 is only 5 d e g r e e s the . e r r o r &%de in assuming that HI = H.11,will be very small.
F O ~simplicity of construction, i t i s t h e r e f o r e a s s u m e d .that
2. 3 . 4 . 14
Since LI1
Ill
= HI. tan 5O
=:(7 2
t ,td
T t t t d ) Vtan 5O
T h e wind effect I1 J during .the t i m e the a i r c r a f t i s on i t s outbound

2. 3 . 4 . 15
t r a c k a n d h a s completed t h e f i r s t 20 d e g r e e s of the t u r n to inbound i s :
IJ =
2 a
+ td +
+ t i d ) . ( w + Vtan
50)
20
Since .td = 0. 18 min.
tga= .O. 25 min.

and tan 5'=.0.087
It .follows that
2. 3 . 4 . 16 As EK = the a i r distance covered f r o m abeam the facility until cornmen.

cement of t h e t u r n to inbmrnd.
Position L is t h e m o s t a d v e r s e pocsition, i n , t h e direction of the C-axis

2. 3 . 4. 17
of t h e pattern, after having camp8eted the f i r s t 105 d e g r e e s of the t u r n t o inbound and
under the following a s s u q t i o m and conditiome:
i) T h e - t u r n tq ~e ~+tboumd.isBnaitioted at the outbo-und-edge of
,.the TB/FRQM a i g ~ a el r r o r zone;
ii)
the a i r c r a f t flies &aBmmmd (Ta
j mi";
iii)
the wind direction i ~ - ' p a u d l etlo t h e C-axis of t h e pattern;
iv)
f o r t h e .adze of ~ h p R i c i t yp o ~ i t i mL h a s been plotted a f t e r

the -firat eo degr c e of
~ the Burn ta inbound. However, t h e
wind effect i s calculated f o r the f i r s t 105 d e g r e e s of this turn.
Attachment C
33
. .
The total t i m e to fly f r o m the outbound edge of the T O / F R O M signal

2. 3 . 4. 18
e r r o r zone, just before the fix; t o position L i s :
T
2. 3. 4. 19
ttd +
2 85
mK
min.
( a t u r n of 285 d e g r e e s i s made)
Distance K L = K Z 4 t Z 4 L
where
Z 4 i s the' a i r position after the f i r s t ' 9 0 d e g r e e s of the t u r n to

inbound
K Z =~ r
and
Z*L'.~S-the 'v~ind'
e f f e c t during ( T ' + ' t i d
' K L = r'+ ( T
285')
+6OK
mino-sothat
285:
+ t t d +,rR)
w
Since t'.d = 0. 25
'KL = r
+ (0.25 + T : +-4.75
F
Point N i s the m o s t adverse position in the direction of the D-axis of

2. 3. 4. 20
the pattern with a wind direction p a r a l l e l to the D-axis. This position i s derived by
assuming that the a i r c r a f t a t the end of the outbound.leg h a s drifted onto a line making
an angle of 5O with the inbound t r a c k f r o m the fix in the direction of the D-axis
(5O s y s t e m e r r o r ) after which the a i r c r a f t s t a r t s a , r i g h t turn t o inbound.
.This m o s t a d v e r s e position o c c u r s after 195 d e g r e e s of t u r n . F o r
2. 3.4. 21
simplicity position Pu' i s plotted after a turn of 180 d e g r e e s . However, wind effect i s
calculated f o r 195 degrees of turn.
MN = 2 r
6oK
19 5 w +
+-
3. 25w
MN=2r+ K ,
EK
tan 5'
(T + 0. 25) V
a .tan 5O
2. 3 . 4. 22 -In Table 1 the calculation of the dimensions of t h e b a s i c holding a r e a

at 14 000 feet for civil t u r b o - j e t a i r c r a f t i s given a s an example. The following data
have been used:
T e m p e r a t u r e ISA t 15O =
+ 2O C
U S = 220'kts.
Angle of bank = 25'
Outbound t i m e T =
1.0 minute.
Tile omnidirectional wind speed =
75 kt.
= w =
1. 25 NM/min.
34
Procedures
2. 3 . 4 . - 3
From t h e s e d a t a , t h e t r u e a i r s p e e d V , t h e r a t e of t u r n K , the r a d i u s
of t u r n r , t h e radius z of t h e c o n e effect a r e a , h..:f width "a" of t h e TO/EKOM s i g n a l
e r r o r zone al7.d the l a t e r a l deviation q f r o m the.f.:ncility when c r o s s i n g t h e cone effect
a r e a m a y b e calculated.
JAS = 220 kt..
V = 4. 7 NMJmin.
t a n 25O tan 25O

0.055V
- 0.055 x 4 . 7
= 1. 8 0 / s e c
= 0. 164 h. t a n
71
= 0. 164 h. t a n
= 0 . 16 NM
-= 0 . 2 6 z = 0. 35 NM
3 v
-
- JIR
3x4.7
- 2 . 4 9 NM
J I * 1.80 1. 3 3 NM
T h e abov; v a l u e s a r e s u b s t i t u t e d i n t h e f o r m u l a e in T a b l e 1.
Attachment C
35
2.4. - Explanation of the Theory for Constructing the Entry A r e a Associated

with a Single VOR Overhead B a s i c Holding A r e a
2.4. 1
Notations s i m i l a r to those in 2 . 3 a r e used.
In many c a s e s the holding p a t t e r n may be approached f r o m directions

2.4. 2
other than the inbound t r a c k of the holding pattern. It i s a s s u m e d that a.ircraft will u s e
the recommended entry procedures.
The constru,ction methods outlined below being additive to the b a s i c
2.4. 3
holding a r e a a r e sufficient f o r omnidirectional e n t r i e s . I t i s not n e c e s s a r y t o m a k e
constructions f o r all directions of entry. Diagram 2 i l l u s t r a t e s t h e method.
After p a s s a g e of the f a r edge of the TO/FROM signal e r r o r zone the
2.4.4
a i r c r a f t proceeds for t d minutes on i t s original entry heading b e f o r e commencing the
t u r n to outbound.
2.4. 4. 1
T h e a i r distarice covered i s
'SO = a t V. td
Since td
2.4.4. 2
= 0. 18 minutes
The c e n t r e of the t u r n will b e point F1
OF1 i s a t r .i.g h t angles t o SO

At point P , _the intersection of the line S F 1 and the turning c i r c l e , the
2.4. 5
a i r c r a f t reaches, i t s max'imum distance f r o m the VOK -in s t i l l a i r .
For simplicity of construction, t h e ornnidirectional wind h a s been
2.4. 5. 1
u s e d f o r the entire time the a i r c r a f t flies f r o m the f a r end edge of the TO/FROM signal
e r r o r zone t o a i r position point P , ..however, the actual position of the a i r c r a f t will b e
somewhere on the omnidirectional wind c i r c l e centred a t P.
2.4. 5 . 2
The corresponding t i m e is t d
i)
t-9 0
@ @ minutes, w h e r e
= angle
F l S O in degrees ' s o that,the radius PQ of the wind c i r c l e i s
[(p :- 9 0 ) degrees
and
oi turn
36
Proceclures - - A i r c r a f t Operations
Since
td
f r o m this formula
= 0. i 8 minutes
p m a y be derived and substituted in the formula for
FiQ.
If i t i s a s s u m e d .that the a i r c r a f t had pass,ed to the right of the facility

2.4. 5. 3
while flying through the .cone effect a r e a t h e l a t e r a l deviation, distance f r o m the t r a c k a t
.&hem o m e n t of commenccement of -the initial entry turn would h a v e . b e e n
2.4. 5. 3. 1 This d i s t k c ' e m u s t b e added a s a displacenlent vector to SQ the vector

being at right angles to the original t r a c k , s o that the maximum displacement of the a i r c r a f t f r o m t h e facility will.be SR.
Sinc.e, td
s i n 5O
= 0 . 18 minutes
= 0.'087
it follows that
If under the s a m e s e t of conditions an entry i s m a d e f r o m another

2.4. 5.4
direction t h e maximum displacement will s t i l l b e equal to SR. provided that the angle
through which the a i r c r a f t t u r n s i s equal to o r g r e a t e r than
90) d e g r e e s , hence the
air c r a f t will r e m a i n within the c i r c l e centred at S with a radius SR.
(83 +
F r o m the entry s e c t o r s i l l u s t r a t e d in F i g u r e 1-2 ( P a r t 11, Chapter 1 ,

2.4. 6
p r o c e d u r e s S e c t i o d ) i t can b e seen that e n t r i e s m a d e f r o m Sector 3 will r e s u l t in an
initial right t u r n after p a s s a g e over the VOR. Accordingly, ,ana r c of a c i r c l e drawn
f r o m R to th e point of intersection with the already established holding a r e a will
encompass Sector 3 initial turns.
-Point G.1 i s the m o s t a d v e r s e position in the direction of the D-axis of
2.4.7
the entry pattern after 85 d e g r e e s of t u r n assuming the following conditions:
N6te. - For the sake of simplicity GI is plotted directly belovr F1, but the wind effect is calculated
from the far edge of the TO/FROM signal error zone through the first 85 degrees of turn.
. '
An entry heading of 200 r e l a t i v e to the B - a x i s ;
i)
-ii)
the initial entry turn i s executed t o the right and commenced

.td minutes after p a s s a g e of. the f a r end edge of the TO/'FROM
.signal e r r o r zone;
Attachment C
iii)
37
,
the wind direction is parallel to the D-axis
Point L 1 i s one of the two m o s t a d v e r s e positiotls in t h e ' d i r e c t i o n of

2.4. 8 .
a f t e r the f i r s t 105O of the t u r n to,inbound,. under the
the,C-axis of the entry
as sumption of the following conditions:
i)
ii)
iii)
v)
vi)
vii)
T h e entry t r a c k i s f r o m the VOK in the direction of the B - a x i s ;

the a i r c r a f t p a s s e s to t h e right of the station (distance X Y ,
Figure C - 6 ) ;
the entry t u r n i s executed to t h e right, t d min. after p a s s i n g
the f a r edge of the T O / F R O M signal e r r o r zone,;
for simplicity, point L1 i s plotted after the f i r s.t 9 0 degrees of

the t u r n t o inbound, although the distance K2 L 1 i s computed f o r
105 degrees of turn;
the heading on outbound i s p a r a l l e l t o the C-axis;
the wind is in the direction of the C-axis.
T h e t i m e to fly f r o m the f a r end edge of the T O / F K O M signal e r r o r

2,4. 8. 1
zone t o position L 1 i s
T + ttd
195
6OK
min.
( 195 d e g r e e s of t u r n )
Point Z8 i s ' t h e airposition afte; the f i r s t 90 of the turn to ,inbound
2. 4. 8. 2
distance XY
Z8 L 1 i s the wind effect.during T
195 minutes
+ ttd t 6 OK
Since t t d = 0. 2 5 min.
3. 25
K 2 L l = r + ( T + 0 . 2 5 + R) w t X Y
plus the
38
Procedures
2.4.8.3
P o i n t L 2 , t h e m i r r o r i m a g e o f L ~ w i t h r e s p e c t t o t h e C - a x i s ,i s t h e
other m o s t a d v e r s e position in the direction of the C-axis of t h e entry pattern after the
f i r s t 105' of t h e t u r n t o inbound a n d u n d e r the assumption of t h e following conditions:
.i) T h e entry t r a c k i s f r o m the fix in the direction of the D-axis;
ii)
the a i r c r a f t p a s s e s t o the left of the VOR;
iii)
the entry t u r n i s executed t o the left, td rnin. after passing the

f a r end edge of the T O / F R O M signal e r r o r zone;'
iv)
the t i m e on the outbound i s T
v)
vi)
vii)
+ t d min. ;
for simpl<city, point L1 i s plotted a f t e r the f i . r s t 90 degrees of

the t u r n to inbound, although the distance K2 L1 i s computed
for 105 degrees of turn;
the heading on outbound i s parallel to the C -axis;
the wind i s i n the direction of the C-axis.
Point W i s the m o s t a d v e r s e point in the direction of the D-axis of.

2 . 4 . 8. 4
the entry p a t t e r n after completion of the f i r s t 195 degrees of the t u r n to inbound under
the a s sumption of ,the following conditions :
i) . T h e entry t r a c k i s f r o m the VOR in the direction of t h e B-axis;
entry t u r n i s executed t o the ri-ght;
ii) the initial
t
iii)
iv)
position W1 i s derived by assuming that t h e a i r c r a f t , at the end

of the outbound leg, has drifted onto the line,, which m a k e s an
. angle of 5 d e g r e e s with the inbound t r a c k ;
the wind i s p a r a l l e l to the D-axis
Z9 W
= t h e wind effect during 195 d e g r e e s of t u r n
Attachment C
39
TABLE 1
PARAMETERS, FACTORS A N D DIMENSIONS ASSOCIATED

WITH T H E CONSTRUCTION O F T H E BASIC HOLDING AREA
ink
1
Assumed o r calculated value
Par ~ e t e r
IAS
220 Knots
Bank angle
Altitude
4. 70 NM/Min. ( T r u e a i r s p e e d c o r r e s p o n d i n g t o 220 Kts. IAS)
1. 8 d e g r e e s / s e c .
2.49 NM
1. 33 NM
0. 16 NM
0. 35 NM
10
1. 0 Min.
11
td
0. 18 Min.
12
tid
0. 25 Min.
13
1. 2 5 NM/Mln.
11
FZ2
r = 2.49;
15
EF
16
FG
r t w ( 0 . 18
17
FH
r t 0. 35 z + 0.016 V t- a
10
25O
4 250 m e t r e s ( 1 4 000 f e e t )
F Z 2 = SE
0. 18 V = 0. 16 t 0 . 18 x 4 . 7 = 1 . 0 2
+ -)1
75
R
= 2.49
18
EK
a t (T
19
IJ
(C.43
20
KL
21
MN
2 r
1. 25 ( 0 . 18 t
2.92 w
+=
R
3.25w
R
W =
2. 49
+ (T + ttd) .
E
5
) =
1. 8
3. 9 4
5.09
+ tId) V = 0 . 16 + 1. 25 x 4 . 7 = 6 . 0 4
+ T + -V2)a. ( w t 0 . 0 8 7 V ) r--0 . 3R3 w -
+ ( 0 . 2 5 + T +-4 'R7 5 )
+
( 1 . 5 ) - ( 1 . 6 6 )+ 0 . 2 3 = 2 . 7 2
( 3 . 8 9 ) 1. 25 = 7 . 3 5
V tan 5O = 4 . 9 8 t 2. 26
+ 0. 53 = 7 . 7 7
40
Procedures
TABLE
Aircraft Operations
PARAMETERS; F A C T O R S AND DIMENSIONS ASSOCIATED WITH THE

.CONSTRUCTION O F THE ENTRY AREAS
Line
1
P a r arneter
Assumed o r calculated value
,
tan@
r
a + 0. 18V
(pt 90)O
70
0. 16
2.49
= 2.48
( 0 . 18 x 4 . 7 )
90 = 160
-i-
V = 0 . 16 + ( 0 . 18 x 4 . 7 ) = 1 . 0 1
SO
a + 0. 18
O F1
r = 2.49
FIQ
QR
0. 35 z
FIG1
r t ( 0 . 1 8 t*?
b.
8 t =
2 . 4 9 t 1. 25 [O.
18
+*I=
4.56
a
+z
t 0 . 0 1 6 V =, ( 0 . 35 x 1.33) t 0. 016 t ( 0 . 016 x 4 . 7 ) = 0 . 57
1 42
w = 2.49 t ( 0 . 1 8 t~
1.42
) 1. 25 = 3 . 7 0
L.
Vtd = 0. 16
+ ( 4 . 7 x 0. 18) =
SO1
OlF2
r = 2.49
10
F2K2
( T t ttd) V = 1.25 x 4.7 = 5.88
11
XY
12
K2Z7
r = 2.49
13
Z8Ll
195 w
XY t (T t t t d tKR)
14
SM2
15
MzM3
SM2
16
M3Z9
2 r = 4.98
17
'gWl
+ (Z t
a t Vtd) s i n 5' = 0. 57
+ ( T .t t f d ) V
= 0.57 t ( 1 . 2 5 t 1.81) 1.25 = 4 . 4 2
= 2 . 4 9 t (1. 25 x 4 . 7 ) = 8. 37
= 8.37 x 0. 087 = 0 . 7 3
t a n '5
19 5
1.01
wK= 1 . 2 5 x-
18
M2W1
M2M3 t M3Z9
19
olLl
2 r t F2 K 2
3 25
= 2.25
1. 8
Z9Wl = 0 . 7 3
4.98
2.25 = 7.96
Z8 L 1 = 4.98 t 5.88 + 4 . 4 2 = 15.28
43
Attachment C
3.
- ALTERNATIVE CONSTRUCTION O F THE BASIC HOLDING AREA AND THE

ASSOCJATED ENTRY AREAS B Y PLOTTING
General Comments
The example in Diagram 3 i l l u s t r a t e s a b a s i c holding a r e a and i t s

associated entry a r e a for holding over one VOR. T h e s a m e method a s outlined in the
following text i s applicable for other facilities o r combinations thereof, such a s NDBs,
VOR r a d i a l intersection holdings, etc. However, s o m e f a c t o r s involved with the calkulations have. t o be modified.
Lf-viewed f r o m ' a logical point of view c e r t a i n s t e p s in the plotting of
t h e s e a r e a s appear contradictory, s o m e of the assumptions never o c c u r r i n g jointly.
However, such apparent contradictions although deliberate z r e m i n o r in effect; they a r e
done i n t h e i n t e r e s t of simplicity of. plotting; they always i n c r e a s e the protected a i r s p a c e ,
i. e. the a r e a concerned and thereby promote safety.
44
Procedures
Aircraft Operations
3 . 1. - P a r a m e t e r s , F a c t o r s and ~ i m e n s i o n s
A s s o c i a t e d With t h e A r e a Construction
(Reference Diagram 3 )
T h e allowing p a r a m e t e r s h a v e b e e n u s e d and. a s surnptions h a v e been
m a d e in t h e c o n s t r u c t i o n of t h e a r e a s .
= 220 knots.
3. 1. 1
JAS
3. 1 . 2
Bank angle = 25O.
3. 1. 3
Altitude
'3. 1. 4
T. A. S.
3. 1.5
R a t e of t u r n = 1. 80 d e g r e e s / s e c .
3. 1. 6
Radius of s t i l l a i r t u r n = 2. 49 N M .
3.1. 7
Radius of cone effect a r e a = 1. 33 NM.
3. 1 . 8
. = 4 250 - m e t r e s ( 14 000 f t ) .
= 4. 70 N M / m i n . ( 2 8 2 knots).
L i m i t s of T O / F R O M s i g n a l e r r o r zone = 0 . 16 NM.
3. 1. 9
Outbound t i m i n g = 1. 0 , m i n o
3.1. 10
T i m i n g toler,ance o v e r f i x = 11 s e c s (0. 18 m i n ) .
3. 1. 11
T i m i n g t o l e r a n c e on outbound leg = -5 to
3. 1.12
Wind s p e e d =
3. 1. 13
T e m p e r a t u r e = I S A t 150C = t 2O C.
15 s e c s ( - 0 . 0 8 to t 0 . 2 5 MIN)
1. 25 NM/min (7 5 knots).
T h e t i m i n g of t h e outbound l e g i s a s s u m e d to s t a r t f r o m t h e outbound
3. 1. 14
edge of t h e - T O / F R O M s i g n a l e r r o r zone o r at t h e completion of t h e t u r n at the f i x end.
3. 1. 15 . T h a t on t h e f i r s t a p p r o a c h to t h e fix t h e cone i s e n t e r e d within
the intended t r a c k .
3..1. 16
T r a c k i n g a c c u r a c y through t h e cone o.f f 5O i s a s s u m e d .
3. 1. 1,7
Heading e r r o r outbound f 5O.
+ 15O of
T h a t b e c a u s e of VOR guidance an a i r c r a f t will n o t c r o s s t h e inbound

3. 1. 18
t r a c k , by m o r e than t h e t o l e r a n c e of 5O, whilst s t i l l outbound.
Attachment C
45
3 . 2.
- Construction of 0 r 6 i d i r e c t i o n a l Wind Terriplate

( R e f e r e n c e Diagr a m 4)
T h e f i r s t s t e p i s to c o n s t r u c t a t e m p l a t e . t o d e t e r r n i n e t h e a r e a r e q u i r e d
3.2. 1
to contain a t u r n of 360 with a n o m n i d i r e c t i o n a l wirid of m a x i m u m speed. T h i s t e m p l a t e
. .
i s c o n s t r u c t e d a s follows:
i)
ii)
T h e c i r c l e t h r o u g h a , b , c , d, e, f , g , h , a , r e p r e s e n t s a s t i l l
a i r t u r n through 360 and i s d r a w n with a r a d i u s a p p r o p r i a t e t o
t r u e a i r s p e e d . (In this c a s e 2. 45 NM);
t h e points b l , cl, e t c . , r e p r e s e n t t h e m o s t c r i t i c a l p o s i t i o n s which
would b e encountered at v a r i o u s s t a g e s of t h e t u r n , a s s u m i n g t h e
m o s t unfavourable wind d i r e c t i o n i n e a c h c a s e . They a r e d e t e r m i n e d
by swinging s u c c e s s i v e a r c s f r o m b , c , e t c . , with r a d i i equal to t h e
r e l e v a n t wind effect f o r t h e t i m e in the t u r n f o r i n s t a n c e :
radius = w t
w h e r e w = wind s p e e d i n NM/rilin.
t = t i k e in t u r n in m i n u t e s
arc b - bl
'
t u r n = 45O
t i m e = 25 s e c s (45O a t 1 . 8 d e g r e e s i s e c )
'
t = 0 . 4 2 min.
w =
1 . 2 5 NM/min.
radius =
1. 25 ( 0 . 42) = 0. 52 NM
a r c c - cl
t ~ r n= 90'
t i m e = 50 sec. (90 a t 1.80. d e g r e e s / s e c )
..
= 0. 84 min.
radius =
1. 25 ( 0 . 84) =
1 . 0 4 NM
P r o c e d u r e s - Air c r a f t O ~ e r a t i o n s
46
..3. - Alternative Construction of
the B a s i c I f o l d k g A r e a
The construction of t h e holding a r e a (Diagram 3)
is achieved a s
foilows:
A r epr es eats the \TOR station.
3.3. 1
3.. 3.2
A B C D r e p i e s e n t the nominal s t i l l a i r holding pattern.
With c e n t r e a t A draw a c i r c l e of radius equa.1 t o the cone effect a r e a
3.3.3
(.I. 33 NM).
P l o t 15O l i n e s f r o m A t o A l and A2,

3.3.4
limits of entry into t h e cone.
A1 and A2 then r e p r e s e n t the
P l o t l i n e s a 1 . a 2 and a3 a 4 e i t h e r s i d e of A t o r e p r e s e n t the l i m i t s of
3.3. 5
the TO/FROM signal e r r o r zone. Distance f r o m A = 0.16 N M .
P l o t a 1 a s ,and a 2 a 6 a t 5 0 either s i d e of t h e p r e s c r i b e d t r a c k and length
3. 3.6
such that a 3 a 5 and a 4 a 6 = 11 seconds a t maximum ground speed.
1.e. . .l l s e c , a t ( 2 8 2 + 7 5 = 357) kt, = 1.09MM.
a1 a 2 a6 ag r e p r e s e n t s the total a r e a f r o m which t h e t u r n f r o m inbound

3.3.7
.
t o outbound t r a c k can be commenced. T h i s a r e a i s t h e fix position accuracy a r e a
including the 6 seconds pilot reaction t o l e r a n c e and the 5 seconds tolerance to establish
bank.
F o r other types .of fix the equivalent a r e a s should,be established using
3-3.7. 1
the relevant navigation aid t o l e r a n c e s
P l a c e the template point "aW'onag @cis a

3-3-8
t r a c k ) a n d draw.c u r v e ag E El.
3-3. 1.'k
a t night angles to the inbound
P l a c e the template point "a" on a 5 and d r a w c u r v e E2 F.
3-3.9.
3,3,10
a!
'
Soin ELamdl E2 by their common t a a g w t .

Construct a r e a b I b2 b6 b j a ~ o u n dB in t h e s.mme m a n n e r a s a l a2 a 6 a5.
W i t h c a t r e s b l , b2, bg Sxid'b5 d r a w a r c s of r a d i u s equal t o wind effect

3-3.-k2
during P86) d e p ' e e s of t u r n h d join t h e s e a r c s by common t a g m t s :
The a r e a s o f o r m e d r e p r e s e n t s the tot& a r e a of probability at t h e

3,3,I2,1
campl e%ionof the h r n t~ ~ t b o Beading.
~ d
from b l , b2, b g aernd b 6 c o n s t m c t l i n e s bg c5, bg c p , b l c1, b6 c6, b6 c 4
3,3.12,
a d b~ c~ Gvergisag at 5O Prom t h e p r e s c r c b e d outbound Beadhg. T h e length of bg c5 and
bh C6 shmPd be 55 seconds at txue a i r s p e e d (4.3 1 NM) a d the r e m a i n d e r 7 5 s ec, a t t r u e
&rspe& 45, $6 =).
Attachment C
47
T h e a r e a bounded by c l c2 c 4 ~6 c5 c 3 r e p r e s e n t s t h e a r e a of p r o b a 3. 3. 14
bility at t h e end of t h e outbound l e g c o r r e c t e d only f o r cone effect, heading and timing
t o l e r a n c e s . Wind effect and an' allowance for timing c o m m e n c e d f r o m t h e outbound edge
of t h e T O / F R O M s i g n a l e r r o r zone h a v e yet to b e added.
A r c s a r e swung with c e n t r e s cg and c6 and r a d i u s equal to wind effect
3. 3. 15
f o r t h e tirn-e during t h e f i r s t t u r n ' a n d t h e m i n i m u m outbound l e g , i . ' e . 100 s e c s . + 5 5 s e c s .
radius =
155 s e c , at 75 knots = 3.23 NM.
F r o m c l , c2: c 3 and c 4 s i m i l a r a r c s a r e c o n s t r u c t e d but i n t h e s e

3. 3. 16
c a s e s allowing f o r t h e o v e r t i m ~ n gc a s e , i. e.
r a d i u s = (100 4 75 ' =
175 sed. a t ' 7 5 knots) = 3:65 NM.
T h e a r e a of probability a t t h e end of t h e outbound l e g i s completed by

3. 3; 17
joining t h e s e a r c s by c o m m o n tangents. ( F o r o t h e r altitudes t h i s a r e a m a y b e l i m i t e d
by t h e inbound t r a c k t j O , e. g. l i n e A-Dl. )
FG
3. 3. 18
Draw tangent
3. 3. 19
J o i n b 5 F , cg G and c 3 G2.
3. 3.20
E x t e n d b 2 b l to cut F G 2 a t B2.
G2.
( T h e s e l i n e s a r e a t r i g h t angles to F G2,)
F B 2 r e p r e s e n t s t h e t r a c k in the most, critical c a s e f r o m t h e time the

3.3.21
t u r n to'outbound heading i s completed u n t i l t h e outbound 'edge of t h e T O / FROM s i g n a l
e r r o r z o n e i s r e a c h e d . F B 2 i s t h e r e f o r e extended beyond G2 to H s u c h that F G 2 =
B2 H.
'3. 3.22
3. 3. 23
pattern.
Draw tangent H H1.

P o i n t s K and K1 a r e e s t a b l i s h e d by s i m i l a r m e a n s on t h e i n s i d e of t h e
P o i n t K2 i s e s t a b l i s h e d s u c h t h a t B3 K 2 equals F1 G1. B g i s equivalent

3 . 3 . 24
to t h e outbound edge of the TO/FROM s i g n a l e r r o r z o n e on F1 G1. K 2 i s + t h ec l o s e s t
point to the facility f r o m which t h e t u r n f r o m outbound to inbound m a y b e s t a r t e d if t h e
outbound l e g i s u n d e r t i m e d f r o m t h e ' outbound edge of t h e T O / F R O M signal e r r o r zone.
3 . 3. 25
point "a" o v e r H
through H1, K1,
This determines
3. 3. 26
T h e a r e a i s completed by use' of t h e t e m p l a t e , s t a r t i n g by placing

and t h e r e a f t e r moving th'e t e m p l a t e point "a" p r o g r e s s i v e l y around
K and K 2 ( a x i s a e a t r i g h t a n g l e s to the inbound t r a c k throughout).
t h e o u t e r l i m i t of t h e b a s i c p a t t e r n through L to M.
T h e b a s i c a r e a i s completed by drawing tangent E M.
48
Procedures
Aircraft O ~ e r a t i o n s
3. 4. - A l t e r n a t i v e Construction of. t h e ~ n t Arr e~a

A s suming Omnidirectional E n t r y
Adjustment of t h e a r . e a t o c a t e r f o r t h e m o s t a d v e r s e e n t r i e s . ( D i a g r a m 3)
i s a c c o m p l i s h e d a s follows:
E s t a b l i s h points a7 and a8 i n t h e s a m e m a n n e r a s a5 and a6 but r e l a t e d
3.4. 1
to a n e n t r y f r o m a d i r e c t i o n a t 70' to the holding s i d e of t h e inbound t r a c k .
P l a c e t e m p l a t e point "a" f i r s t on ag and d e t e r m i n e t h e a r e a l i m i t
3.4.2
through a8 N ( a x i s a e aligned a t r i g h t a n g l e s t o e n t r y t r a c k ) .
3.4. 3
Move t e m p l a t e a c r o s s t o a7 and d e t e r m i n e t h e l i m i t s through 0 and P .
3.4.4
w i t h c e n t r e A and r a d i u s A F d r a w a n ' a r c FP.
T h i s c o m p l e t e s t h e a r e a a t t h e f i x end f,or a l l e n t r i e s f r o m e n t r y
3.4. 5
S e c t o r 3. ( F i g u r e 1-2, P a r t 11, Chapter 1, [ ~ r o c e d u r e s s e c t i o n 3 )
Adjustment of t h e a r e a to c a t e r f o r e n t r i e s f r o m e n t r y S e c t o r 1
3. 4 . 6
( F i g u r e 1-2, P a r t 11, Chapter 1, [procedures s e c t i o q ) , turning l e f t t o t h e outbound t r a c k
a c c o m p l i s h e d a s follows:
R e v e r s e t h e t e m p l a t e ( l e f t hand t u r n ) and p l a c e t e m p l a t e point "a" on
3. 4. 6. 1
a7 with a x i s a e aligned a t r i g h t a n g l e s to the e n t r y t r a c k a n d d r a w a 7 Q.
P o i n t s R 1 and R 2 a r e e s t a b l i s h e d ' a s t h e c e n t r e s of t u r n s f r o m a 7 and
3. 4, 6. 2
a8 r e s p e c t i v e l y such that R a7 and R a 8 equal r a d i u s of t u r n , ( 2 .4 9 , N M ) .
3 . 4. 6. 3
f r o m a7 and ag.
P o i n t s , R 3 and R 4 r e p r e s e n t a i r positions a f t e r 105 d e g r e e s left t u r n
P l o t R 3 S 1 and R 4 S 2 diverging a t 5O fr.om t h e holding p a t t e r n outbound

3. 4. 6 . 4
t r a c k and length equal to 75 seconds at t r u e a i r s p e e d ( 5 . 86 NM).
With c e n t r e S and r a d i u s equal. to win& i f f e c t f o r 105 d e g r e e s t u r n
3 . 4 . 6. 5
plus 75 s e c o n d s outbound l e g d r a w a r c through T
.
radius =
3.4.6.6
to U and U1.
3. 4. 6. 7
lo5
( 1 . 8 x 60
+ 1 . , 2 5 ) 1 . 2 5 = 2.78NM.
WithcentreS2and-thesameradiusdrawan'arcfromT2throughTj
Join Q T l T2.
T h e a r e a i s completed by u s e of t h e t e m p l a t e s t a r t i n g by placing
3. 4. 6. 8
point "a" o v e r T 2 and t h e r e a f t e r m o v i n g point "a" p r o g r e s s i v e l y a r o u n d through T 3 to
( A x i s a e aligned a t r i g h t angles to t h e inbound t r a c k throughout, and for a left hand
U
t u r n . ) T h e e n t r y a r e a b e c o m e s co-incident with t h e b a s i c a r e a a t V. T h i s c o v e r s a l l
e n t r i e s f r o m e n t r y S e c t o r 2.
Attachment C
49
E s t a b l i s h point a 9 a s f o r a but r e l a t e d t o a n e n t r y f r o m e n t r y Sector 3,

3.4. 6, 9
r i g h t h a n d t u r n w o r s t e$se, i. e. a t r i g h t angle t o inbound t r a c k non-holding side.
3. 4. 6. 10
p a r a l l e l to AD.
E s t a b l i s h W, the c e n t r e of the t u r n , a t 2.49 NM f r o m a 9 on a line
w i t h c e n t r e W a n d r a d i u s of t u r n of 2. 49 NM e s t a b l i s h W1 and W2
3.4. 6. 11
r e p r e s e n t i n g 85 d e g r e e s a n d 95 d e g r e e s of t u r n r e s p e c t i v e l y .
3.4. 6, 12 E s t a b l i s h W3 and W 4 (5. 8 6 NM i. e. 75 sec. , TAS) along h e a d i n g s 0850
and .095O r e s p e c t i v e l y ,
3.4. 6. 1 3 With c e n t r e W3 a n d r a d i u s equal to wind e f f e c t f o r 8 5 d e g r e e s of t u r n
(47. 2 sec. + . 7 5 see. = 122. 2 sec., i. e. .2. 55 NM) s t r i k e a r c X to Xi.
3.4. 6. 14 . With c e n t r e W4 a n d r a d i u s equal to wind effect f o r 95 d e g r e e s of t u r n
(52. 8 sec. +- 75 s e c , =. 127. 8 see., i. e. 2:66 NM) s t r i k e a r c X2 to.X3?
3.4. 6. 15'
D r a w commori t a n g e n t X1 to X2.
3.4. 6. 1 6 T h e a r e a is c o m p l e t e d by u s e of t h e t e m p l a t e s t a r t i n g by placing
point "a" p r o g r e s s i v e l y a r o u n d through XI and X2 to X3 to e s t a b l i s h . a r c Y Z (axis a e
a l i g n e d a t r i g h t a n g l e s t o t h e inbound t r a c k throughout).
50
Procedures
- Aircraft 0ue.rations
TEMP.IiATE
FOR -PLOT?CING OMNIDIRECTIONAL WINDS
.
. .
. . .
52
Procedures.-
D M E S L A N T R A N G E / G R O U N D DISTA'NCE
DIAGRAM 5
Aircraft Operations
ATTACHMENT D
GUIDANCE
L U T E RIAL RE LATE D T O hlISSE D APPROACH
PROCEDURES INVOLVING A TURN
-
- - -
( T h i s m a t e r i a l e m a n a t e d f r o m the 4 t h A i r Navigation C o n f e r e n c e )
M i s s e d Approach P r o c e d u r e s Involving a T u r n
F o r m i s s e d a p p r o a c h p r o c e d u r e s involving a t u r n h e following p a r a m e t e r s w e r e
taken into account by one State:
i ) T h e pilot will follow t h e e s t a b l i s h e d p r o c e d u r e s .
ii) T h e wind i s a s s u m e d not to exceed 20 kt. f r o m a n y d i r e c t i o n , b e c a u s e s u r f a c e
winds w e r e a s s u m e d not t o e x c e e d 10 kt,
iii) T h e speed i s a s s u m e d to r e m a i n within the l i m i t s of 100 to 1'80 kt.
iv+ T h e angle of bank is not l e s s than 20'.
INSTRUMENT APPROACH PROCEDURES BASED ON A FACILITY

OFFSET FROM 'THE RUNWAY CENTRE LINE
Note - This rnaterial'emanated 'from the F i r s t Meeting. of :the Obstacle ~ 1 e a r a n c . e
~ a n e and
i
d e s c r i b e s h e pr6cedure.s uged by F r a n c e .and the U; S. A.
1. A s a r u l e a n instrument approach procedure based on a facility not located on the

c e n t r e line shall be followed by a v i s u a l manoeuvre in the vicinity of the a e r o d r o m e
( s e e PANS-OPS, P a r t 11, Chapter 3).
It i s , h o b e v e r , possible in some instances to align c e r t a i n instruinent
approach procedur'e,based on a facility located off the c e n t r e line to those based on
a facility on the c e n t r e line,, if the r e s p e c t i v e locations of t h e runway, the runway
c e n t r e l i n r a n d the -prdscribed final approach t r a c k . a r e governed by c e r t a i n epecific
conditions, in such a way that the nominal visual manoeuvre c o r r e s p o n d s to a v e r y
s m a l l change bf heading-at the conclusion of a final approach using instruments.
2. In o r d e r to be aligned on a ckntr'e.line ghocedure, the i n s t r u m e n t a p p r ~ a c h~ r o c e d u r e
based on a n dff-centre'~1ineai'd &ust conform to the following conditidns:

a ) The angle formed by the nominal final approach path and the runway c e n t r e iine
shall not exceed 30.
b) In t e r m s of the value bf distaGce d between the runway threshold and the point, a t
which the nominal final approach path i n t e r s e c t s the runway c e n t r e l i n e , the Alpha
angle between the final approach t r a c k ( F i g u r e E-1) and th'e runway c e n t r e line
should not normally exceed the value shown i n 6 e following table:
Note. - Interpolation
-
should be used f o r values not shown in the above table.
3. Associated a r e a s
The associgted a r e a s s h a l l be those which would have been used if the f i n a l approach
t r a c k had been identical with the runway
c e n t r e line.
,
.
The final ,approach a r e a shall be bounded by a perpendicular passing through the point
of intersection of the final approach t r a c k a n d the runw,ay c e n t r e line ( F i g u r e E-Z), o r
by a perpendicular drawn through the facility, i f the l a t t e r i s downstream f r o m t h i s
inter section point ( F i g u r e E-3).
4. Obstacle c l e a r a n c e s
The obstacle c l e a r a n c e s shall be t h e s a m e a s t h o s e , w h ~ ~

would
h
have been used if the
saink'f&cility had b&ri located dn the rugway c e n t r e line.
(Doc 8i68-0~~/61~/3)
6/1/72
56
P r o c e d u r e s - A i r c r a f t Operations
Attachment E
57
58
.
Procedures
- Aircraft
Operations
59
Attachment E
B. PROCEDURE PRESENTED BY U. S. A .
1. Final approach course alignment

Strai ht In The angle of convergence between the final approach course and
eLrunway
+=- centre line shall not exceed 30 degrees. The final approach
the exten?
course shouid be aligned to intersect the extended runway centre line 3 000 feet outward from the runway threshold. When an operational advantage can be achieved,
this point of intersection may be established at any point between the runway threshold
and a point 5 200 feet outward'f r o m the runway threshold. Also, where .an operational
advantage can be achi'eved, a final approach course which does not intersect the runway centre line, o r which intersects it a t a distance greater than 5 200 feet f r o m the
t h r e s h o l d , may be established provided such a course lies within 500 feet laterally of
the extended runway centre line a t a point 3 000 feet outward fr.om the runway threshold.
See figure below. The desired final approach course permits the a i r c r a f t to execute
one smooth turn to the runway. The optional limits define the final approach alignment
limitations with one mile visibility.
MINIMUM POINT
AT ANY POINT
RUNWAY
$
OF INTERSECTIOK
ALIGNMENT OPTIONS FOR FINAL APPROACH COURSE

On-Airport Automatic Direction Finder (AD??).
With Final Approach Fix (FAF).
Straight-In Approach Procedure.
*
ATTACHMENT F
GROUND EXCHANGE O F OPERATIONAL METEOROLOGICAL IKFORMATION
( T h i s m a t e r i a l r e p r e s e n t s p a r t of the s t a t e m e n t o f . b a s i c o p e r a t i o n a l r e q u i r e m e n t s for regional planning developed 'by the A i r Navigation c o m m i s s i o n )
The ground exchange o-: 1;perational m e t e o r o l o g i c a l information should s a t i s f y
the. r e q u i r e m e n t s of the pilot-in-command and the o p e r a t o r ' s l o c a l r e p r e s e n t a t i v e , b e f o r e
and d u r i n g flight, a s s t a t e d in the following T a b l e , with due r e g a r d to the n e e d f o r e c o n o m y
in the volume of routine ope'i-ational m e t e o r o l o g i c a l t r a f f i c t.o be exchanged on A F T N
circuits:
Type of information
R e q u i r e d coverage and/or period of validity of

information t o be available
At d e p a r t u r e a e r o d r o m e -
F o r a i r c r a f t in flight
Routine and s e l e c t e d
special r e p o r t s
.
and a l t e r n a t e s
F o r a l l flights. Exchange
involved only f o r r e p o r t s
of a l t e r n a t e a e r o d r o m e s .
During f i r s t X/Y h o u r s of
flight*
F o r final a e r o d r o m e and
alternates
F o r flights not exceeding

X/Y h o u r s flying t i m e * '
During l a s t X/Y h o u r s of
flight*
F o r significant observation
stations ( r o u t i n e r e p o r t s
only)
Along and adjacent to

route up to distance
corresponding to X ho,urs
flying time*
Along and adjacent to

route up to d i s t a n c e
from aircraft corresponding to'X h o u r s
flying time*
Air-reports
F o r whole route
Appropriate special a i r
r e p o r t s f o r route ahead
SIGMET information
F o r route ahead up to
d i s t a n c e corresponding t o
Y h o u r s flying t i m e )
F o r route a h e a d up t o
distance from aircraft
corresponding to X h o u r s
flying t i m e
A e r o d r o m e f o r e c a s t s and
amendments
A s p e r PANS-MET 2.5,2.5. 2.4

f o r validity p e r i o d s a p p r o p r i a t e
to the flight
A.s a t d e p a r t u r e a e r o d r o m e , but f o r e c a e t s a r e
r e q u i r e d to be available
only a s long a s a p p r o priate
. For departure aerodrome
P r e s s u r e values
Landing f o r e c a s t s
Exchange r e q u i r e m e n t 6 a s p e r P P N S - M E T 2. 5. 8
No exchange r e q u i r e m e n t s
F o r a e r o d r o m e of intended
landing during l a s t hour
.
of flight
,
Area Forecasts
F o r flights f o r which the

e n t i r e s e r v i c e i s not, provided
by the l o c a l meteorological
office
Upper wind and ternp,erature

torecasts
(En-ro:lte f o r e c a s t s e r v i c e )
-9s p e r PANS-MET
2.5.3.8and2.5.1.9.2.2
Note:
-
T h e valges of X and Y a r e ,determined by regional a i r n a v i g a t ~ o na g r e e m e n t
:' With posslblc exceptions to X/Y f o r c e r t a i n routes (X applies to routine r e p o r t s and Y to
selected special reports).
(Doc 81 68-OPS/ 61 1 / 3 )
END
ICAO TECHNICAL PUBLICATIONS

Thu following summary gives the stotus, and also
describes in general terms the contents of the various
series of technical ptcblications issrcecl b y the international Civil Aviation Orgunizntion. I t does not include
specialized publications that (lo not fall sr~ecifically
t ~ i t h i none of the series, such us the Ir:Ao Aeronalttical
Chart Catalogite or the Mc?cqrologic;\l Tables for
Interni~tion:~lAir Navig t'lon.
IN2'ERNAY'iONAL STANDARDS AND RECOMMENDED PRACTICES ;ire 3cloptccI l,y the Cor~l~cil
in accorclance with Articles 54, 37 i ~ n d80 of t l ~ aConvention on international Civil Aviation and arc cicsig~ ~ a t e dfor
, co~~venie~~
asc cAn~lexes
,
to the Conventio~~.
The 11nifon11 npplic;rtio~i by Contracting States of tlic
5peciAcations comprisetl in the It~ternationnl Sta~~dirrcls
is recognized as necessary for the safety or req~~litrity
of international air navigation while the unif'or~:~npp!ication :)f the .speciEcations in the necommcndel: Pr,w
tices is regarded as tlesirahle in the interest of sl~fcty,
regi11n:ity or eficiency of international air nnvig;ition.
Knowledgt: of any clifrrcnces between tlic netion;~lregii1,rtions or practices of n State irrd thosc ost;~hlished 1,y
an International St;inclard is c?ssential to the safety o r
reguli~rity of international air nnvigntio:~. I11 the t:vc~it
of non-co~nplia~ncewith ;In Intern:~tiol~nlStnr~d:~rtl,n
State has, in fact, all obligation, ~tntler Article 38 cli
the Convention, to notify the Col~ncilof ; u ~ y~Iifl'erences.
K~~o~vleclgc
o f clilferenccs from I<ecu)1nn1en2etlI'rircticcs
Illay .~lsohc i~nportantfor the safety of air n;ivigatitr~l
a ~ ~ altliougln
d,
the Convention does 11ot i r n p ~ s eany ol~ligntion with regart! theretl,, the Cortncil l ~ a si~lviteclCo1,tracting Stntec to notify sr~chdiricrcnccs ill ;~d~!iti:)nto
those relating to Intcriiational Standards.
I'ROCEDURES b'OR A I H NAVIGATION S E R V I C E S
( P A N S )art: ;~pprove~I
1)y tht: Col~ncil for worlcl-wi:le
;ippIicntiot~.They colnprise, for the most Ix~rt,opt:r;~ting
proecclarer rcg;irdcd as not yet hnvins :ttt:iinecl ;I si~lficicnt clegrctt: of nlaturity f[:r ;icloptir)~~
;IS Inter~~i~tionnl
St;indards anti Recommendetl E'racticcs, ;IS wcH ;IS
~nntcri;il of II more pcminncnt cl~nmcterwhich is considered too detailecl for incwrpor;rtio~~in ;i11 Annex, o r
is sr~sccptible to freql~ent amendment, for which tlle
processes of the Convention woi~ld he too cr~illbersorne.
As in tli~'t . i ~ s of
~ ' Rc~comn~rn~lctl
Pr:~c,ticcs,thr Coiuncil
has invited Contracting States to notify any differences

between their national practices and the P A N S when the
knowledge of s i ~ c hdifferences is important for thc safety
of air navigation.
SUPPLEMEN T A W PROCEDURES
REGIONAL
(SUPPS)hxve ;I statr~ssimilar to that of PANS in that they
arc approved by the Council, but only for application in
the respective regions. They are prepared in consolidated
form, since certain of the procedr~resapply to overlapping
regions or are colilnlon to two or more regions.
r ,
I l ~ efullowit~gt,rrblicuti~t~.s
arc lirer~tirctlII~Jrrutliorit!i
of the Secretary Geriernl in nccurclnt~cc?tcitl~file principles
trtitl policies at?llrc~uetl/ I ! ( the Corcncil.
ICAO FIELD L\IANUALS derive their status froln the
International Standards, Reco~nmcndctl P~actices nntl
I'ANS fro111\vl~icInthey arc co~npilecl.They ,ire prep;lre.~'!
pri~narilyfor the use of personnel engagetl in operations
i l l the Eeld. ,\s
u scrvicc to thosc Contracting St;itcs
who (lo not f i ~ ~ citl pr:icticabIc, for varinlis rC;lsnns, to
preparc them fur thcir own usc.
7'I.:ClINICAi, MANUALS proviclc guid;u~cc ; I I I ~ information in a n ~ ~ l i E c i l tof
i o ~the
~ Intcrni~tionalSt;rn(l;irtls,
l l e c o ~ n ~ i ~ e n dI'ractices
ed
and PANS. :h(: ~ ~ ~ ~ l > l ~ : ~ ~ l e ) ~ t ; ~ t i r n
of which they are dcsigncd to faci1it;ltc..
lZ1H NAV1C:ATION PZ,ANS c\c.tnil r e c l ~ ~ i r c ~ \ i fot
e~~ts
filcilitics onti services for interh;~tional;iir 11;ivigxtion i t )
the respective !CAO Air N;ivigutio~~
1Zegions. Thcy ;~rt.
I)rcpnred O I I tlic ;u~thorityof thc Secrct:iry (.;c~lrraI
t!~c-Ixtsis of reco~~l~nendiitions
of regional ciir niivigntio:~
n~cetingsand of thc C a ~ ~ n c action
il
thc:rcon. Ihc p1n11s
i ~ r camcr.tlccl perir~dically to reflect changt~s 111 T L Y ~ I I ~ T C lneilts nu<\ i l l the status of i ~ n p \ e n l e n t n t ~of
o ~ ~t\i(:
reco~nrnentlc(lfncilitics and services.
-.
ICAO CIRCULARS 1>1;ikc avail.il~le .sl,cci;~lizetl i l l I~lnilntionof interest to Contracting States. This incl~iclcs
stnclies on technical sr~hjectsns wcll as texts of Provisiorlat Acccptahle h1c;in.s of Complia~~cc.
ANNEXES TO THE CONVENTION

AND PROCEDURES FOR AIR NAVIGATION SERVICES
ANNEXES TO THE CONVENTION
(5th e d i t i o n )
Annex 2
...................
Volume I1 (Communication Procedures includin~those with PANS

status) (2nd e d i t i o n )
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(6th e d i t i o n )
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................... 0.75
Annex 11 - Air Traffic Services

(6th edition)
Meteorology
(7th edition)
...................
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................... 1.25
...................
0.50
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Annex 5 - Units of Measurement to

be used in Air-Ground Communica0.50
tions (3rd e d i t i o n )
Annex 1 4
.............
Aerodromes (5th e d i t i o n ) 2.25
Annex 15
Aeronautical Information
Services (5th e d i t i o n ) .......... 0 . 5 0
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Part I
International Commercial
1.00
Air Transport (2nd e d i t i o n )
Part I1 - International General
Aviation (2nd e d i t i o n )
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(6th edition)
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NAVIGATION SERVICES
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Volume I (Part I - Equipment and
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Amendm e n t s , s u p p l e m e n t s a n d c o r r i g e n d a w i l l b e sent f r e e o f c h a r g e , on s p e c i . f i c r e q u e s t , t o
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8168 - Aircraft Operations - Flight Procedures (Vol III)

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PROCEDURES

AIR NAVIGATION SERVICES

THIRD EDITION - 1971

This edition incorporates all amendments approved b y

INTERNATIONAL CIVIL AVIATION ORGANIZATION

Published in separate English, French and Spanish editions by the International

Peru: Representante de la OACI, Oficina

Canada: Information Canada, Ottawa, Ontario.

Senegal: Representant de I'OACI, Bureau

France: Representan: de I'OACI, Bureau

Sweden: C. E. Fritzes Kungl. Hovbokhandel, Fredsgatan 2, Box 16356, Stockholm 16.

India: Oxford Book and Stationery Co.,

Thailand: ICAO Representative, Far East

International Civil Aviation Organization (Attention: Distribution Officer), International Aviation

Available in three separate editions: Engllrh, ~renchand Spanish.

Annual subscription: U.S. $5.00.

AIR NAVIGATION SERVICES

This edition incorporates all amendments approved by

RECORDS OF AMENDMENTS- . .-AND CORRIGENDA

PROCEDURES' FOR AIR NAVIGATION SERVICES

Holding and Approach-to-Land

with Glide Path Inoperative

( S u r v e i l l a n c e Radar and PAR)

(VHP O m n i d i r e c t i o n a l Radio Range)

Attachment D . - Guidance Material Related t o Missed Approach

Attachment E. - Instrument Approach Procedures Based on a F a c i l i t y

Attachment F. - Ground Exchange of Operational Meteorological

The Fourth S e s s i o n of t h e O p e ~ a t i o n sD i v i s i o n ( M o n t r e a l , 27 March.- 27 A p r i l 1951)

. The F i r s t A i r ~ a v i g a t i o nCqnference , ( M o n t r e a l , - 24 February

The Second A i r N a v i g a t i o n Conference (Montreal, August - September 1955) completely

P r o c e d u r e s f o r t h i s S e c t i o n a r e n o t y e t developed b u t , by Amendment 4 , approved by

The Amendment was approved by t h e Council of ICAO a t t h e T w e l f t h Meeting of i t s

Amendment stemmed from Recommendation 6/2 of t h e S i x t h A i r Navigation Conference

The Amendment w a s approved by t h e Council of ICAO a t t h e Second Meeting of i t s

While uniform a p p l i c a t i o n of t h e b a s i c p r o c e d u r e s i n t h i s document i s v e r y d e s i r a b l e , l a t i t u d e i s p e r m i t t e d f o r t h e development of d e t a i l e d , p r o c e d u r e s which may b e needed t o s a t i s f y

AZtitude. The v e r t i c a l d i s t a n c e o f ' a l e v e l , a p o i n t o r a n o b j e c t c o n s i d e r e d a s a

A s p e c i f i e d h e i g h t a t which a missed approach must b e i n i t i a t e d

That p a r t of a n i n s t r u m e n t approach p r o c e d u r e from t h e time t h e

completed t h e l a s t p r o c e d u r e t u r n o r - b a s e t u r n , where one ' i s s p e c i f i e d ; o r

u n t i l i t h a s c r o s s e d a p o i n t i n , t h e v i c i n i t y of a n aerodrome from which:

a .landing can b e made; 0.r

Flight LeviZs. S u r f a c e s of c o n s t a n t atmospheric pFessure which a r e r e l a t e d t o a

( a ) when s e t t o a QNH altimeter s e t t i n g , w i l l indicate a l t i t u d e ;

when s e t t o a pressure of 1013.2 rnb (29.92 i n ) may be used t o indicate

terms h e i g h t ^ & a l t i t u d e , used i n Note 1 above, indicate a l t i m e t r i c

Rote.-.Where no such' area i s specified the m i n i m sector aZtitudes sham on approach

Rote.- fie term i n s t r u m e n t f l i g h t c o n d i t i o n s i s used .in t h i s d e f i n i t i o n i n p~eference

Localizer course (ILS)

The l o c u s of p o i n t s , ' i n any g i v e n h o r i z o n t a l p l a n e , a t

Obstacle clearance l i m i t ( O C L ) . The h e i g h t above aerodrome e l e v a t i o n below which

A procedure turn i n which t h e i n i t i a l turn! i s t o t h e right

Note 2.- Procedure turns may be designated as being made e i t h e r i n l e v e l f l i g h t or

Radar. A r a d i o d e t e c t i o n d e v i c e which p r o v i d e s i n f o r m a t i o n on r a n g e , azimuth a n d / o r

Radar equipment used t o d e t e r m i n e t h e p o ' s i t i o n of a n a i r c r a f t

The l o w e s t f l i g h t l e v e l a v a i l a b l e ' f o r u s e above t h e t r a n s i t i o n

PART 11.- HOLDING AND APPROACH-TO-LAND PROCEDURES

Note.- Deviations from the In-Flight Procedures Zncur,the r i s k of excursions beyond

The speed of 280 k n o t s (0.'8 ~ a c h )r e s e r v e d f o r , t u r b u l e n c e c o n d i t i o n s

A l l ;urns a r e .to b e . k d e a t . a . bank a n g l e of 25O o r a t a r a t e of 3'

STANDARD HOLDING PATTERN

Note.- i l ~ r i a t i o n sof t h e basic procedure t o meet ZocaZ conditions may be authorized

II,.- Holding and Apprpgch-tp-Land

Having reached the, f i x , . t u r n .onto a n outbound heading f o r , ,t h e a p p r o p r i a t e