1 10npafinalsegment PDF

3/08/2017
MODULE 1
Non‐Precision Approach:
Final Segment
Contents
• Introduction
• Alignment
• Length
• Descent Gradient
• Obstacle Clearance Altitude/Height
• Obstacle Clearance
• MOC and OCA/H Adjustments
• Promulgation
2 Non‐Precision Approach: Final Segment
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Introduction
• The final approach segment begins at the FAF and ends at the Missed
Approach point (MAPt).
• Final approach may be made to a runway for a straight‐in landing, or
to an aerodrome for a circling approach.
• The final approach track is aligned with a runway whenever possible,
and tracking information must be available from a suitable navigation
aid.
Introduction
IF FAF MAPt
Final Approach
(Straight‐in)
IF FAF MAPt
Final Approach
(Circling)
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Alignment
• Offset
– An offset final approach increases the complexity of pilot operation.
– Not to be used as a noise abatement measure.
– Should only be used when siting or obstacle problems permit no other option.
– May be offset by up to 5 degrees without OCA/H penalty.
MAPt
Runway
Centreline
Offset angle α
Alignment
• Straight‐in approach
– In order to meet straight‐in approach criteria, the final approach track must
either:
a) Intercept the extended runway centreline at an angle θ of less than 30°
(Cat A/B) or 15° (Cat C/D) at a minimum 1400 m from the threshold (THR);
or
b) Pass within 150 m of the extended runway centreline at a point 1400 m
from the THR, provided θ is equal to or less than 5°
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Alignment
– Final approach with track not intersecting the extended runway centre line
• Track should lie within 150 m laterally of the extended runway centre line at a distance of
1400 m outward from the runway
Alignment
– Final approach with track intersecting the extended runway centre line
• Intercept the
extended runway
centreline at an angle
θ of less than 30° (Cat
A/B) or 15° (Cat C/D)
at a minimum 1400 m
from the threshold
(THR)
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Alignment
• Circling Approach
– The circling approach contains the visual phase of flight after completing an
instrument approach. if straight‐in is not possible.
– When straight‐in approach is not possible, circling approach is used to bring an
aircraft into position for landing on a runway.
IF FAF MAPt
Final Approach
(Circling)
Alignment
– When the final approach track alignment or the descent gradient does not meet the
criteria for a straight‐in landing, a circling approach shall be authorized and the
track alignment should ideally be made to the centre of the landing area.
– The final approach track may be
aligned to pass over some portion of
the usable landing surface. In
exceptional cases, it may be aligned
beyond the aerodrome boundary,
but in no case beyond 1.9 km (1.0
NM) from the usable landing
surface.
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Length
• The optimum length of the final approach segment is 5 NM.
• The minimum final approach segment length shall not be less than 3 NM.
– This value also applies to the minimum distance from the FAF to the threshold
except for non‐RNAV procedures constrained by existing installations.
– Exception apply for Cat H aircraft, where minimum values are:
Magnitude of turn over FAF
10° or less 20° 30° 60°
1.9 km (1.0 NM) 2.8 km (1.5 NM) 3.7 km (2.0 NM) 5.6 km (3.0 NM)
Area
VOR
• The final approach area is centred longitudinally on the final approach track.
• The area considered for obstacle clearance (VOR with FAF) is a portion of a trapezoid 20
NM (37 km) long and is 2.0 NM (3.7 km) wide at a VOR expanding uniformly at 7.8°
either side of the area to a maximum of 20 NM.
• Where there is no FAF a reversal or racetrack procedure must be executed before the
final approach and the final approach area shall extend to the far boundary of the area
for reversal or racetrack procedure.
• The segment is divided into a primary area comprising the inner 50%, and a secondary
area comprising the remainder.
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Area
VOR
7.8° splay
1 NM
Primary area
1 NM
Maximum 20 NM
Area
NDB
• The final approach area is centred longitudinally on the final approach track.
• The area considered for obstacle clearance in the case of a NDB with FAF are 15 NM
(28 km) long, 2.5 NM (4.6 km) wide, and 10.3° to a maximum of 15 NM.
• Where there is no FAF a reversal or racetrack procedure must be executed before
the final approach and the final approach area shall extend to the far boundary of
the area for reversal or racetrack procedure.
• The segment is divided into a primary area comprising the inner 50%, and a
secondary area comprising the remainder.
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Area
NDB
10.3° splay
1.25 NM
Primary area
1.25 NM
Maximum 15 NM
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Descent Gradient
• The minimum/optimum final approach descent gradient for a non‐
precision approach with FAF is 5.2%.
FAF MAPt
15 m
THR
Descent Gradient
Non‐precision procedures with FAF
• Steeper descent gradients than the optimum should be avoided.
• The maximum descent gradient/angle is:
– 6.5% (Cat A/B) or
– 6.1% (Cat C/D/E)
• If a gradient steeper than the maximum is required, consideration should given to
more advanced types of approach procedure.
• Any procedure that exceeds the maximum descent gradient shall require an
aeronautical study and approval by the national authority.
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Descent Gradient
• The maximum descent gradient/angle for helicopters (Cat H) is 10%;
or
• 13.2° if turn at FAF less than or equal to 30° provided that –
– the final approach speed is restricted to a maximum of 130 km/h IAS (70 kt
TAS); and
– the gradient used is depicted on approach charts.
Descent Gradient
Approach with vertical guidance
• 3.5°
Precision approaches
• 3.5° for Cat I precision approach; and
• 3° for Cat II and III precision approaches.
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Final Segment: Descent Gradient
Non‐precision procedures without FAF
• It is not possible to workout an exact gradient for an approach with no FAF,
therefore a descent rate in feet per minute is used.
Rate of descent
Aircraft categories Maximum Minimum
Cat A/B 200 m/min (655 ft/min) 120 m/min (394 ft/min)
Cat H 230 m/min (755 ft/min) N/A
Cat C/D/E 305 m/min (1 000 ft/min) 180 m/min (590 ft/min)
Descent Gradient
FAF MAPt
The gradient (g) is
d
calculated as follows:
g = h/d
h
15 m (10.7 m Cat. H)
THR
d = from the distance from the FAF to the THR
h = the vertical distance between the altitude over the FAF and the altitude 15 m (50 ft) above the THR
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Descent Gradient
Circling
FAF MAPt
The gradient (g) is
d
g = h/d
h
Circling OCA/H
THR
d = from the distance from the FAF to the nearest THR
h = the vertical distance between the altitude over the FAF and the Circling OCA/H
Descent Gradient
Straight‐in with SDF
FAF SDF The gradients are
d1
h1
d2
g1 = h1/d1
g2 = h1/d2
MOC
h2
15 m (10.7 m Cat. H)
THR
d1 = the horizontal distance from the FAF to the SDF
h1 = vertical distance between the height of the FAF and the height of the SDF
d2 = the horizontal distance from the SDF to the threshold
h2 = the vertical distance between the altitude/height at the SDF and the elevation 15 m (50 ft) (Cat H, 10.7 m (35 ft) over the threshold)
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Obstacle Clearance Altitude/Height
Non‐precision approach procedure (straight‐in)
• OCA/H is defined as the lowest altitude or alternatively the lowest height below
which the aircraft cannot descend without infringing the appropriate obstacle
clearance criteria.
• The OCA is referenced to mean sea level (MSL).
• The OCH is referenced to the aerodrome elevation; or when the threshold is 2 m (7
ft) below aerodrome elevation, the landing runway threshold elevation.
Obstacle Clearance Altitude/Height
Visual manoeuvring (circling) procedure
• OCA/H is the same as in the non‐precision approach procedure.
• The OCA is referenced to mean sea level (MSL).
• The OCH is referenced to the aerodrome elevation.
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Obstacle Clearance
• Aligned straight‐in approach
– Minimum obstacle clearance (MOC) is 75 m (246 ft) for final
approach segments with FAF.
– Minimum obstacle clearance (MOC) is 90 m for final approach
segments without FAF.
Obstacle Clearance
• Non‐aligned straight‐in approach
– OCA/H varies according to the interception angle.
– OCH shall be equal to or greater than the lower limits
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Obstacle Clearance
• Non‐aligned straight‐in approach
Lower limit on OCH (m (ft))
Aircraft Category
5 < θ ≤ 15 15 < θ ≤ 30
A 105 (340) 115 (380)
B 115 (380) 125 (410)
C 125 (410) ‐
D 130 (430) ‐
E 145 (480) ‐
MOC and OCA/H Adjustments
Mountainous Terrain
• Consideration must be given to increasing the MOC up to 100% in areas of
designated mountainous terrain.
• Mountainous terrain is
defined as an area of changing
terrain profile where the
changes of terrain elevation
exceed 900 m (3000 ft) within
a distance of 18.5 km (10 NM).
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Remote Altimeter Setting
• If the altimeter setting is derived from a source more than 9 km (5 NM)
remote from the THR, the OCA is increased at a rate of 0.8 m for each
kilometre in excess of 9 km (5 ft for each nautical mile in excess of 5
NM).
• A cautionary note should be inserted on the instrument approach
chart identifying the altimeter setting source when the Remote
Altimeter Setting Source (RASS) is beyond 9 km (5 NM) from the
threshold.
RASS in mountainous terrain
• In areas where reasonably homogenous weather cannot always be
expected, a procedure based on a remote altimeter setting source
should not be provided.
• The use of RASS in mountainous areas requires additional calculations
to determine the correct OCA/H.
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The calculation uses the formula:
• / . .
• / . .
where: OCA/H is the RASS increased altitude/height value (m/ft);
x = the distance from the RASS to the landing area (km/NM);
z = is the difference in elevation between the RASS and the landing area (m/ft).
• The previous formulas are used where
no intervening terrain adversely
influences atmospheric pressure
patterns. Plan View
• The use of this criteria is limited to a Profile View
maximum distance of 138 km (75 NM)
laterally or an elevation differential of
1 770 m (6 000 ft) between the RASS
and the landing area.
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• Where intervening terrain adversely influences
atmospheric pressure patterns, the OCA/H shall
be evaluated in an Elevation Differential Area
(EDA).
• The EDA is defined as the area within 9 km (5
NM) each side of a line connecting the RASS and
the landing area, including a circular area
enclosed by a 9 km (5 NM) radius at each end of
the line.
• In this case, z becomes the terrain elevation
difference (m/ft) between the highest and
lowest terrain elevation points contained in the
EDA.
Promulgation
• Descent Gradients/Angles:
– Charting: to the nearest one‐tenth of a per cent/degree
– Database: to the nearest one‐hundredth of a degree
• Publication of OCA/H:
– Shall be published for each instrument approach and circling
procedure.
– For non‐precision approaches, either value shall be expressed in 5 m
or 10 ft increments, rounding up.
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3/08/2017

10° or less 20° 30° 60°

1.9 km (1.0 NM) 2.8 km (1.5 NM) 3.7 km (2.0 NM) 5.6 km (3.0 NM)

• 13.2° if turn at FAF less than or equal to 30° provided that –

Cat A/B 200 m/min (655 ft/min) 120 m/min (394 ft/min)

Cat H 230 m/min (755 ft/min) N/A

Cat C/D/E 305 m/min (1 000 ft/min) 180 m/min (590 ft/min)

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