Arrival and Approach Procedures Part 2 Flashcards
Intermediate Approach Segment:
Minimum Obstacle Clearance:
During the intermediate approach, the obstacle clearance requirement reduces from ___m to ___m in the primary area, reducing laterally to ___ at the outer edge of the secondary area.
During the intermediate approach, the obstacle clearance requirement reduces from 300m to 150m in the primary area, reducing laterally to zero at the outer edge of the secondary area.
Final Approach Segment:
The criteria for final approach vary according to the type, these types are(4):
- NPA with FAF
- NPA without FAF
- Approach with vertical guidance
- Precision Approach
Final Approach Segment
NPA with FAF:
The optimum distance for locating the FAF relative to the threshold is _nm. The maximum length should not normally be greater than __nm. The minimum length is equal to _nm.
The optimum distance for locating the FAF relative to the threshold is 5nm. The maximum length should not normally be greater than 10nm. The minimum length is equal to 3nm.
Final Approach Segment
Optimum descent gradient for NPA with FAF:
Compatible with the primary safety consideration of obstacle clearance (see Section 2, Chapter 1, 1.2, “Obstacle clearance”), a non-precision approach provides the optimum final approach descent gradient of ___ per cent, or _°, providing a rate of descent of 52 m per km (___ ft per NM).
Compatible with the primary safety consideration of obstacle clearance (see Section 2, Chapter 1, 1.2, “Obstacle clearance”), a non-precision approach provides the optimum final approach descent gradient of 5.2 per cent, or 3°, providing a rate of descent of 52 m per km (318 ft per NM).
Final Approach Segment
The maximum descent gradient for NPA with FAF:
__% for cat _ and _ aircraft; and
__% for cat _, _ and _ aircraft
Note: A precision approach glide angle will be 3.0 degrees. Excess of 3.0 degrees is only used where alternate means available to satisfy obstacle clearance requirements are impractical.
- 5% for cat A and B aircraft; and
6. 1% for cat C, D and E aircraft
Final Approach Segment
NPA without FAF:
In the absence of a FAF, descent to MDA/H is made once the aircraft is established _____ on the final ________ track. Procedure altitudes/heights will not be developed for NPA procedures without a FAF.
The maximum and minimum rates of descent are:
Cat A and B max/min:
Cat C, D, E max/min:
In the absence of a FAF, descent to MDA/H is made once the aircraft is established inbound on the final approach track. Procedure altitudes/heights will not be developed for NPA procedures without a FAF.
The maximum and minimum rates of descent are:
Cat A and B max/min: 655ft/min and 394
Cat C, D, E max/min: 1 000ft/min and 590ft/min
Final Approach Segment:
Precision approach:
The final approach segment begins at the -
Final Approach Point
Final Approach Segment
Precision Approach:
Final Approach Length:
The intermediate approach altitude/height generally intercepts the glide path/MLS elevation angle at heights from _____ft to _____ft above runway elevation. In this case, for a 3 degree glide path, interception occurs between _nm and __nm for the threshold.
The intermediate approach altitude/height generally intercepts the glide path/MLS elevation angle at heights from 1 000ft to 3 000ft above runway elevation. In this case, for a 3 degree glide path, interception occurs between 3nm and 10nm for the threshold.
Final Approach Segment
Precision Approach:
Outer Marker/DME fix:
The final approach area contains a fix or facility that permits verification of the glide path/MLS elevation angle/altimeter relationship. The ____ marker or equivalent ___ fix is normally used for this purpose. Prior to crossing the fix, descent may be made on the on the glide path/MLS elevation angle to the altitude/height of the published fix crossing.
The final approach area contains a fix or facility that permits verification of the glide path/MLS elevation angle/altimeter relationship. The outer marker or equivalent DME fix is normally used for this purpose. Prior to crossing the fix, descent may be made on the on the glide path/MLS elevation angle to the altitude/height of the published fix crossing.
Final Approach Segment:
Precision Approach:
DETERMINATION OF DECISION ALTITUDE (DA) OR DECISION HEIGHT (DH):
In addition to the physical characteristics of the ILS/MLS/GBAS installation, the procedures specialist considers obstacles both in the approach and in the missed approach areas in the calculation of the OCA/H for a procedure. The calculated OCA/H is the height of the highest approach obstacle or equivalent missed approach obstacle, plus an aircraft category related allowance (see 5.5.8).
5.5.2 In assessing these obstacles, the operational variables of the aircraft category, approach coupling, category of operation and missed approach climb performance are considered. The OCA/H values, as appropriate, are promulgated on the instrument approach chart for those categories of aircraft for which the procedure is designed. OCA/H values are based on the standard conditions (among others) listed in the sub-paragraphs that follow.
5.5.2.1 Aircraft dimensions: See Table I-4-5-1.
5.5.2.2 ILS:
a) Category _ flown with _______ altimeter;
b) Category _ flown with ____ altimeter and ____ director;
c) missed approach climb gradient is ___ per cent; and
d) glide path angle:
— minimum: __°
— optimum: __°
— maximum: __° (_° for Category II/III operations).
MLS:
a) Category _ flown with _______ altimeter;
b) Category _ flown autocoupled/flight director, with ____ altimeter;
c) missed approach climb gradient is __ per cent; and d) elevation angle:
— minimum: __°
— optimum: __°
— maximum: __° (_° for Category II/III operations).
NON-STANDARD PROCEDURES:
Non-standard procedures are those involving glide paths greater than __° or any angle when the nominal rate of descent exceeds 5 m/sec (_____ ft/min). Procedure design takes into account:
a) increase of height loss margin (which may be aircraft-type specific);
b) adjustment of the protection surfaces;
c) re-survey of obstacles; and
d) the application of related operational constraints.
5.5.2.2 ILS:
a) Category I flown with pressure altimeter;
b) Category II flown with radio altimeter and flight director;
c) missed approach climb gradient is 2.5 per cent; and
d) glide path angle:
— minimum: 2.5°
— optimum: 3.0°
— maximum: 3.5° (3° for Category II/III operations).
MLS:
a) Category I flown with pressure altimeter;
b) Category II flown autocoupled/flight director, with radio altimeter;
c) missed approach climb gradient is 2.5 per cent; and d) elevation angle:
— minimum: 2.5°
— optimum: 3.0°
— maximum: 3.5° (3° for Category II/III operations).
Non-standard procedures are those involving glide paths greater than 3.5° or any angle when the nominal rate of descent exceeds 5 m/sec (1000 ft/min). Procedure design takes into account:
Final Approach Segment
Precision Approach:
In the event of loss of glide path/MLS elevation angle guidance during the approach, the procedure becomes a -
The OCA/H and associated procedure published for the glide path/MLS elevation angle inoperative case will then -
Non-precision approach.
Apply
Missed Approach Segment:
General:
During the missed approach phase of the instrument approach procedure, the pilot is faced with the demanding task of changing the aircraft ________, _____ and _____. For this reason, the design of the missed approach has been kept as simple as possible and consists of three phases:
- ____
- _________
- ___
During the missed approach phase of the instrument approach procedure, the pilot is faced with the demanding task of changing the aircraft configuration, attitude and altitude. For this reason, the design of the missed approach has been kept as simple as possible and consists of three phases:
- Initial
- Intermediate
- Final
Missed Approach Segment:
The MAPt in a procedure may be defined by:
(a) the point of intersection of an electronic glide path with the applicable ___ in ___ or _______ approaches; or
(b) a ________- facility, a __, or a specified _______ from the ____ approach fix in non-precision approaches.
(a) the point of intersection of an electronic glide path with the applicable DA/H in APV or precision approaches; or
(b) a navigation facility, a fix, or a specified distance from the final approach fix in non-precision approaches.
Missed Approach Segment:
Missed approach gradient:
- 1.7.1 Normally procedures are based on a minimum missed approach climb gradient of __ per cent. A gradient of _ per cent may be used in the procedure construction if the necessary survey and safeguarding have been provided. With the approval of the appropriate authority, gradients of 3, 4 or 5 per cent may be used for aircraft whose climb performance permits an operational advantage to be thus obtained.
- 1.7.2 When a gradient other than __ per cent is used, this is indicated on the instrument approach chart. In addition to the OCA/H for this gradient, the OCA/H applicable to the nominal gradient will also be shown.
- 1.7.3 Special conditions. It is emphasized that a missed approach procedure which is based on the nominal climb gradient of 2.5 per cent cannot be used by all aeroplanes when operating at or near maximum certificated gross mass and engine-out conditions. The operation of aeroplanes under these conditions needs special consideration at aerodromes which are critical due to obstacles on the missed approach area. This may result in a special procedure being established with a possible increase in the DA/H or MDA/H.
- 1.7.1 Normally procedures are based on a minimum missed approach climb gradient of 2.5 per cent. A gradient of 2 per cent may be used in the procedure construction if the necessary survey and safeguarding have been provided. With the approval of the appropriate authority, gradients of 3, 4 or 5 per cent may be used for aircraft whose climb performance permits an operational advantage to be thus obtained.
- 1.7.2 When a gradient other than 2.5 per cent is used, this is indicated on the instrument approach chart. In addition to the OCA/H for this gradient, the OCA/H applicable to the nominal gradient will also be shown.
- 1.7.3 Special conditions. It is emphasized that a missed approach procedure which is based on the nominal climb gradient of 2.5 per cent cannot be used by all aeroplanes when operating at or near maximum certificated gross mass and engine-out conditions. The operation of aeroplanes under these conditions needs special consideration at aerodromes which are critical due to obstacles on the missed approach area. This may result in a special procedure being established with a possible increase in the DA/H or MDA/H.
Missed Approach Segment:
6.2 INITIAL PHASE:
The initial phase begins at the ____ and ends at the start of climb (SOC). This phase requires the concentrated attention of the pilot on establishing the ___ and the changes in aeroplane _________. It is assumed that guidance equipment is not extensively utilised during these manoeuvres, and for this reason, no turns are specified in this phase.
- 3 INTERMEDIATE PHASE:
- 3.1 The intermediate phase begins at the ___. The climb is continued, normally straight ahead. It extends to the first point where __ m obstacle clearance is obtained and can be maintained.
- 3.2 The intermediate missed approach track may be changed by a maximum of __° from that of the initial missed approach phase. During this phase, it is assumed that the aircraft begins track corrections.
- 4 FINAL PHASE:
- 4.1 The final phase begins at the point where __ m obstacle clearance is first obtained (for Category H procedures, 40 m (131 ft)) and can be maintained. It extends to the point where a new approach, holding or a return to en-route flight is initiated. Turns may be prescribed in this phase.
6.2 INITIAL PHASE:
The initial phase begins at the MAPt and ends at the start of climb (SOC). This phase requires the concentrated attention of the pilot on establishing the climb and the changes in aeroplane configuration. It is assumed that guidance equipment is not extensively utilized during these manoeuvres, and for this reason, no turns are specified in this phase.
- 3 INTERMEDIATE PHASE:
- 3.1 The intermediate phase begins at the SOC. The climb is continued, normally straight ahead. It extends to the first point where 50 m (164 ft) obstacle clearance is obtained and can be maintained.
- 3.2 The intermediate missed approach track may be changed by a maximum of 15° from that of the initial missed approach phase. During this phase, it is assumed that the aircraft begins track corrections.
- 4 FINAL PHASE:
- 4.1 The final phase begins at the point where 50 m (164 ft) obstacle clearance is first obtained (for Category H procedures, 40 m (131 ft)) and can be maintained. It extends to the point where a new approach, holding or a return to en-route flight is initiated. Turns may be prescribed in this phase.
