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148
Chapter
7
Instrument Procedures - Departures
Instrument Procedures . . . . . . . . . |
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PANS OPS . . . . . . . . . . . . . . |
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153 |
Instrument Departure Procedures |
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149
7 |
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Instrument Procedures - Departures |
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Departures - Procedures Instrument 7
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Instrument Procedures - Departures |
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7 |
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Instrument Procedures |
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7.1 |
General Introduction. In order to permit all weather operation (low visibility take-off |
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and landing) procedures must be established to provide track guidance and terrain avoidance |
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for aircraft departing, and track guidance, terrain clearance and where special equipment |
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is used, vertical displacement guidance for aircraft arriving at aerodromes. Low visibility |
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operations (ICAO) are defined as take-off and landing operations with RVR less than 800 |
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m. Remember, the minima for take-off from an aerodrome in a CTR is ground visibility not |
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less than 5 km and cloud ceiling not less than 1500 ft. The criteria for the type of procedure |
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to be employed are defined in terms of RVR and the limit to which a pilot is permitted to |
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descend (DA/H or MDA/H). Clearly, obstacle avoidance during the procedure is of paramount |
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importance. The fundamental assumption is that an instrument procedure (departure or |
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arrival) will only be flown in conditions less than VMC. In this case, arrivals and departures from |
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Departures- |
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controlled aerodromes will be flown under IFR and hence subject to ATC. Therefore, prior to |
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commencing any instrument procedure, an ATC clearance must be obtained. Procedures for |
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departure and arrival are published and you are required to have the necessary plates (printed |
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Procedures |
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representations of the procedures) available on the flight deck. If you are required by ATC to |
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divert to an aerodrome with which you are not familiar and do not have the plates, ATC will |
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read the procedure, including the loss of communications and missed approach procedures, to |
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Instrument |
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you. Initially we will look at instrument departure procedures. The following abbreviations are |
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required knowledge: |
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7.2 |
Abbreviations |
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C/L |
Centre line |
MSA |
Minimum Sector Altitude |
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DA/H |
Decision Altitude/Height |
NOZ |
Normal Operating Zone |
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DER |
Departure End of Runway |
NTZ |
No Transgression Zone |
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DME |
Distance Measuring Equipment |
OIS |
Obstacle Identification Surface |
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DR |
Dead Reckoning |
PDG |
Procedure Design Gradient |
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FAF |
Final Approach Fix |
RTR |
Radar Termination Range |
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FAP |
Final Approach Point |
SDF |
Step Down Fix |
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FAT |
Final Approach Track |
SID |
Standard Instrument Departure |
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IAF |
Initial Approach Fix |
STAR |
Standard Arrival Route |
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IF |
Intermediate Fix |
TAA |
Terminal Approach Altitude |
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LHA |
Lowest Holding Altitude |
TP |
Turning point |
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MAPt |
Missed Approach Point |
VM(C) |
Visual Manoeuvring Circling |
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MDA/H |
Minimum Descent Altitude/Height |
VM(C)A |
Visual Manoeuvring Circling Area |
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151
7 |
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Instrument Procedures - Departures |
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Departures - Procedures Instrument 7
7.3 Obstacle Clearance. It is implied that any procedure developed will not require the aeroplane to fly dangerously close to obstacles at any point during the procedure. Clearance from obstacles can be obtained by lateral clearance and vertical clearance. By requiring a pilot to fly the track accurately (within tolerances accepted) the aircraft can be guided over a surveyed flight path within the bounds of which, all obstacles can be determined and assessed. Obviously, the area surveyed must have finite limits. It is, however, not acceptable for, say, an area 5 NM wide to be surveyed and then permit aircraft to fly within guidance tolerance, 2.5 NM either side of the desired track. The extremities of the surveyed area must gradually permit higher obstacles until at the limit of reasonable expectations of accuracy (guidance tolerance - both equipment and flight technical), the guaranteed clearance is reduced to zero. This assessment is known as creation of MOC (minimum obstacle clearance areas). MOC is discussed later in this chapter. Obstacle clearance could be provided by assessing the highest obstacle to be flown over and by applying a safety margin to the obstacle height. An obstacle clearance altitude or height (OCA/H) can thus be obtained. This is the method of obtaining MSA and with refinements, minimum descent altitude/height (MDA/H) for non-precision procedures. As precision procedures provide height guidance, an obstacle 1000 ft high at 10 NM from the threshold is not as significant as an obstacle 150 ft high 1 NM from the threshold (assuming a 300 ft per mile glide slope). For precision systems, OCA/H is ‘range from threshold’ dependent. It should therefore be obvious that OCA/H for precision procedures are less than OCA/H for non-precision. It must be stressed that, from an operational point of view, the obstacle clearance applied in the development of each instrument approach procedure is considered to be the minimum required for an acceptable level of safety in operations. If you have your own aeroplane and it is not used for commercial air transport, you may operate to the published OCA/H limits. Operators apply higher criteria resulting in aerodrome operating minima for commercial air transport.
Figure 7.1
152