Ref.: SP 65/4-17/78 23 June 2017

Transcription

1 International Civil Aviation Organization Organisation de l aviation civile internationale Organización de Aviación Civil Internacional Международная организация гражданской авиации Tel.: ext Ref.: SP 65/4-17/78 23 June 2017 Subject: Proposed amendments to PANS-OPS, Volumes I and II, Annex 4 and Annex 14, Volume I arising from IFPP/13 Action required: Comments to reach Montréal by 23 September 2017 Sir/Madam, 1. I have the honour to inform you that the Air Navigation Commission, at the fourth meeting of its 205th Session held on 11 May 2017, conducted a preliminary review of the proposals developed by the thirteenth meeting of the Instrument Flight Procedure Panel (IFPP/13) to amend the Procedures for Air Navigation Services Aircraft Operations, Volume I Flight Procedures and Volume II Construction of Visual and Instrument Flight Procedures (PANS-OPS, Doc 8168) and consequential amendment proposals to Annex 4 Aeronautical Charts and Annex 14 Aerodromes, Volume I Aerodrome Design and Operations. The Commission authorized the transmission of the proposals to Contracting States and appropriate international organizations for comments. 2. The proposed amendments to PANS-OPS, Volumes I and II, presented in Attachments A and B, respectively, concern safety risk assessment for instrument flight procedure design, helicopter point-in-space (PinS) criteria, revised procedure altitude/height definition and description, criteria for naming waypoints on performance-based navigation (PBN) approach procedures, revised datum crossing point definition, ground-based augmentation system (GBAS) and GBAS landing system (GLS) terminology, satellite-based augmentation system (SBAS)-related terminology, guidance for procedure designers on GBAS final approach segment (FAS) data block encoding, guidance for procedure designers on SBAS FAS data block parameters, alignment of LPV with localizer performance (LP) criteria, introduction of VSS-OCS, and clarification of intermediate segment protection area limits. 3. Consequential amendments to address the revised procedure altitude/height definition and description in Annex 4 and to update footnote e. in Table 4-1 of Annex 14, Volume I are presented in Attachments C and D, respectively. 999 Robert-Bourassa Boulevard Montréal, Quebec Canada H3C 5H7 Tel.: Fax: icaohq@icao.int

2 To facilitate your review of the proposed amendments, the rationales for the amendments have been provided in a text box immediately following each proposal throughout Attachments A, B, C and D. 5. May I request that any comments you wish to make on the amendment proposals be dispatched to reach me not later than 23 September To facilitate the processing of replies with substantive comments, I invite you to submit an electronic version in Word format to icaohq@icao.int. The Air Navigation Commission has asked me to specifically indicate that comments received after the due date may not be considered by the Commission and the Council. In this connection, should you anticipate a delay in the transmission of your reply, please let me know in advance of the due date. 6. For your information, the proposed amendments to PANS-OPS, Annex 4 and Annex 14, Volume I are envisaged for applicability on 8 November Any comments you may have thereon would be appreciated. 7. The subsequent work of the Air Navigation Commission and the Council would be greatly facilitated by specific statements on the acceptability or otherwise of the amendment proposals. 8. Please note that, for the review of your comments by the Air Navigation Commission and the Council, replies are normally classified as agreement with or without comments, disagreement with or without comments or no indication of position. If in your reply the expressions no objections or no comments are used, they will be taken to mean agreement without comment and no indication of position, respectively. In order to facilitate proper classification of your response, a form has been included in Attachment E which may be completed and returned together with your comments, if any, on the technical content of the proposals in Attachments A, B, C and D. Should you have comments on the wording of the amendment proposals in one of the languages other than English, you are invited to provide these in Attachment F. This will facilitate coordination with ICAO Languages and Publications. Accept, Sir/Madam, the assurances of my highest consideration. Enclosures: A B C D E F Proposed amendment to PANS-OPS, Volume I Proposed amendment to PANS-OPS, Volumes II Proposed consequential amendments to Annex 4 Proposed consequential amendments to Annex 14, Volume I Response form on the proposed amendments Response form for comments on wording Secretary General

3 ATTACHMENT A to State letter SP 65/4-17/78 PROPOSED AMENDMENT TO PANS-OPS, VOLUME I NOTES ON THE PRESENTATION OF THE AMENDMENT The text of the amendment is arranged to show deleted text with a line through it and new text highlighted with grey shading, as shown below: 1. Text to be deleted is shown with a line through it. text to be deleted 2. New text to be inserted is highlighted with grey shading. new text to be inserted 3. Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. new text to replace existing text

4 A-2 PROPOSED AMENDMENT TO PANS-OPS, VOLUME I TEXT OF THE PROPOSED AMENDMENT TO PROCEDURES FOR AIR NAVIGATION SERVICES AIRCRAFT OPERATIONS (DOC 8168) VOLUME I FLIGHT PROCEDURES INITIAL PROPOSAL 1 Revised procedure altitude/height definition and description Part I FLIGHT PROCEDURES GENERAL Section l DEFINITIONS, ABBREVIATIONS AND ACRONYMS AND UNITS OF MEASUREMENT Chapter 1 DEFINITIONS Procedure altitude/height. A specified altitude/height flown operationally at or above the minimum altitude/height and established to accommodate a stabilized descent at a prescribed descent gradient/angle in the intermediate/final approach segment. A published altitude/height used in defining the vertical profile of a flight procedure, at or above the minimum obstacle clearance altitude/height where established. Origin IFPP/13 Rationale The current definition and description of the term procedure altitude/height only addresses the intermediate/final approach segments and does not take into account elements other than CFIT prevention such as air traffic service requirements, airspace structure, environmental considerations, etc. Pilots, controllers and procedure designers have come to understand and use this term in this broader context and documentation is in need of amendment to reflect this usage. A new definition for procedure altitude/height that expands the scope of its usage is proposed.

5 A-3 INITIAL PROPOSAL 2 Clarification on the intermediate segment protection area limits Part I FLIGHT PROCEDURES GENERAL Section 4 ARRIVAL AND APPROACH PROCEDURES Editorial Note. The proposed amendment below is shown in relation to the new material introduced in State letter SP 65/4-16/10. Chapter 4 FINAL APPROACH FAF crossing The FAF should be crossed at the prescribed procedure altitude/height in descent but in all cases, not lower than the minimum crossing altitude associated with the FAF under international standard atmosphere (ISA) conditions. The descent should be initiated prior to the FAF, in order to achieve the prescribed descent gradient/angle. Delaying the descent until reaching the FAF at the procedure altitude/height will cause the descent gradient/angle to be greater than 3. Where range information is available, descent profile information is provided In case of an overshoot of the FAF, no descent below the minimum crossing altitude associated with the FAF shall be initiated before the aircraft is established on the final approach course. Origin IFPP/13 Rationale This proposal for amendment is consequential to the changes proposed to PANS-OPS, Volume II (see Initial Proposal 12 on page B-69) concerning the clarification of criteria on the assessment of obstacles located in the turn expansion after the FAF/FAP. The amendment explains the implication of the proposed criteria to the flight crew.

6 A-4 INITIAL PROPOSAL 3 PinS criteria Part II FLIGHT PROCEDURE REQUIREMENTS Section 7 PROCEDURES FOR USE BY HELICOPTERS Editorial Note. The proposed amendment below is shown in relation to the new material introduced in State letter SP 65/4-16/10. Chapter 3 POINT-IN-SPACE PROCEDURES 3.2 PBN POINT-IN-SPACE (PinS) APPROACH PROCEDURES General A PinS approach is an instrument RNP APCH procedure flown to a point-in-space. It may be published with LNAV minima or LPV minima. The PinS approach procedure includes either a proceed visually instruction or a proceed VFR instruction from the MAPt to the heliport or landing location. This is further detailed in and 3.2.3, respectively Obstacle clearance is provided for all IFR segments of the procedure including the missed approach segment based on the corresponding protection criteria. For a PinS RNP APCH with LNAV minima, the pilot shall initiate a missed approach, if needed, at or prior to the MAPt. For a PinS RNP APCH with LPV minima, the pilot shall initiate a missed approach, if needed, at or prior to the point where the DA/H is reached or the MAPt, whichever occurs first. Any visual flight manoeuvring beyond the MAPt assumes adequate visual conditions to see and avoid obstacles Some navigation systems will not change to approach mode after a track change of 30 degrees at the FAF. Pilots should ensure they are aware of the limitations of their aircraft and follow suitable operational procedures to mitigate them.

7 A-5 Origin IFPP/13 Rationale PANS-OPS Volume II, Part IV, Chapter 2, Note to paragraph indicates that some on-board systems will not switch into the appropriate mode when the track change in the FAF is more than 30 degrees. As a consequence of that it is important that the pilot is fully aware of these limitations in order for him to follow the suitable operational procedures to mitigate them. This proposal of amendment ensures that PANS-OPS Volume I is updated to tackle the need for pilots awareness on those indicated limitations.

8 ATTACHMENT B to State letter SP 65/4-17/78 PROPOSED AMENDMENT TO PANS-OPS, VOLUME II NOTES ON THE PRESENTATION OF THE AMENDMENT The text of the amendment is arranged to show deleted text with a line through it and new text highlighted with grey shading, as shown below: 1. Text to be deleted is shown with a line through it. Text to be deleted 2. New text to be inserted is highlighted with grey shading. new text to be inserted 3. Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. new text to replace existing text

9 B-2 TEXT OF THE PROPOSED AMENDMENT TO PROCEDURES FOR AIR NAVIGATION SERVICES AIRCRAFT OPERATIONS (DOC 8168) VOLUME II CONSTRUCTION OF VISUAL AND INSTRUMENT FLIGHT PROCEDURES INITIAL PROPOSAL 1 Safety risk assessment for instrument flight procedure design Part I GENERAL Section 2 GENERAL PRINCIPLES Chapter 4 QUALITY ASSURANCE 4.9 SAFETY RISK ASSESSMENT OF FLIGHT PROCEDURE DESIGNS A safety risk assessment shall be conducted before implementing a new flight procedure or any change to an existing flight procedure. Note. Detailed guidance material concerning the safety risk assessment is contained in the Regulatory Framework for Instrument Flight Procedure Design Service Manual (Doc 10068). Origin IFPP/13 Rationale A lack of effective regulatory measures and safety assessment criteria to assure that the design services are producing safe procedures has resulted in, or has the potential to result in, the introduction of safety risks. This proposal for amendment to PANS-OPS, Volume II clarifies that safety risk assessment be conducted in accordance with the State regulatory framework.

10 B-3 INITIAL PROPOSAL 2 Helicopter PinS criteria Part IV HELICOPTERS Chapter 1 PBN DEPARTURE PROCEDURES FOR HELICOPTERS USING GNSS OR SBAS RECEIVERS 1.3 HELICOPTER POINT-IN-SPACE (PinS) DEPARTURES FROM HELIPORTS OR LANDING LOCATIONS PinS departure with a proceed visually instruction Direct visual segment (Direct-VS) The Direct-VS is protected by one direct visual OCS and one visual OIS Track change at the IDF. The maximum track change at the IDF is Visual segment design gradient (VSDG). The VSDG is the designed climb gradient. In the direct visual segment it is established by connecting the edge of the heliport or landing location safety area to the IDF at the IDF MCA. The nominal VSDG shall not be less than per cent until reaching the IDF MCA. This is consistent with an obstacle clearance of 0.8 per cent above the direct visual OCS (see paragraph ). It may exceed 5 per cent when necessary to mitigate penetration of the visual or IFR obstacle identification surfaces (OIS) (see paragraph ). The VSDG shall not be less than 0.8 per cent above the Annex 14 take-off climbsurface The VSDG may be lowered if the Annex 14 take-off climb surface of the landing location corresponds to slope design category A or B (see Annex 14, Volume II, Chapter 4) Initial departure fix (IDF). The IDF shall be located: a) to provide sufficient visual reference from the heliport or landing location to the IDF to enable the helicopter to cross the IDF at or above the MCA; and b) to cater to the minimum starting height of the subsequent instrument segment Visual segment length. The length of the visual segment shall be measured from the outer edge of the heliport or landing location safety area to the IDF. The minimum length of the visual segment shall be m (0.8 NM).

11 B The visual OIS (see paragraph ) terminates within the lateral boundaries of the instrument segment protection area. If the RNAV-1/RNP1 navigation specification is used for the instrument segment of flight, this results in a maximum visual segment length as follows: a) for no track change at the IDF, the maximum visual segment length is 13.9 km (7.5 NM); b) for 0º< track change 10º, the maximum visual segment length is 11.9 km (6.4 NM); c) for 10º< track change 20º, the maximum visual segment length is 9.3 km (5.0 NM); d) for 20º< track change 30º, the maximum visual segment length is 6.5 km (3.5 NM) Direct visual OCS a) Alignment. The direct visual OCS is aligned symmetrically on the centre line of the take-off climb surface. b) Origin. The direct visual OCS originates at the outer edge of the heliport or landing location safety area (SA). c) Width. The width of the direct visual OCS at its origin is equal to the width of the SA. The outer edges splay from their origins at the edge of the SA, symmetrically around the centre line of the take-off climb surface, to an overall maximum width of 120 m, at which point the outer edges parallel the centre line. For day-only operations, the splay is 10 per cent; for night operations, the splay angle is increased to 15 per cent. d) Slope. The elevation of the origin of the direct visual OCS is equal to the heliport or landing location elevation. It inclines at VSDG minus 0.8 per cent (nominally 12.5 per cent) from the heliport/landing location elevation to the point where the surface reaches the height of 30 m (100 ft) below the IDF MCA, at which it becomes level. e) End. The direct visual OCS ends at ATT after the nominal IDF Visual segment obstacle identification surface (OIS). The visual segment is protected by a Visual OIS. The purpose of the visual OIS is to identify obstacles for charting. The dimensions of the visual OIS are as follows: a) Alignment. The visual OIS is constructed symmetrically around the direct track from the heliport/landing location to the IDF. b) Origin. The origin is perpendicular to the direct-vs track at the boundary of the heliport or landing location safety area. c) Width. The area semi-width at the origin is 45 m (150 ft) and the area splays at 15 until the area connects with the instrument segment protection (see paragraph ). d) Slope. The Visual OIS originates at the elevation of the heliport/landing location and rises to the IDF MCA minus 30 m (100 ft) at the nominal IDF. The visual segment OIS gradient shall be lower or equal to the visual direct OCS gradient. As a result, some combinations of IDF MCA, VSDG and VS length will not be feasible.

12 B Blending of visual segment with PBN criteria at the IDF. Figure IV-1-1 depicts the vertical blending of the Vvisual OIS with an RNP-1/RNAV-1 OIS at the IDF. Figure IV-1-2 depicts the lateral blending of surfaces at the IDF (with track change at the IDF). The Vvisual OIS lateral splay is initially less than the instrument primary area semi- width. A portion of the instrument primary and secondary areas are subtended by the Vvisual OIS and need not be considered for obstacle assessment purposes because the visual segment is using a dead reckoning splay Direct visual OCS penetration. No obstacles shall penetrate the direct visual OCS. Eventual penetrations can be eliminated by increasing the slope of the direct visual OCS and a resulting increase of the VSDG if operationally feasible (see Figure IV-1-3). Such an increase shall be coordinated with the operators concerned Visual segment OIS penetration. Obstacles that penetrate the visual OIS shall be documented and charted. If this results in chart clutter, see Part I, Section 2, Chapter 1, 1.9 Presentation of significant obstacles and spot elevations on charts. The visual OLS shall be evaluated and, if recommended by an aeronautical study, any penetrating obstacles should be lit and marked. if feasible. If operationally feasible, the VSDG should be increased to clear the critical visual segment obstacle. The minimum VSDG to clear the obstacle can be calculated by using an adjusted OIS. The adjusted OIS clears the obstacle, levels at the MCA minus 30 m (100 ft) and continues level until the origin of the IFR OIS at the earliest IDF. The minimum VSDG to clear the obstacle is then established by connecting its origin to the IDF MCA at the same along-track location as where the OIS becomes level (see Figure IV-1-3) Mitigation of obstacle penetration in the instrument segment. To avoid obstacle penetration of the IFR OIS, the IDF MCA should be increased such that the IFR OIS remains clear, or a turn initiated, in preference to increasing the PDG above the standard 5 per cent. The resulting VSDG is increased and is determined by the elevation change between the boundary of the heliport or landing location safety area and the revised IDF MCA (see Figure IV-1-4) PinS departure with a proceed visually instruction Manoeuvring visual segment Manoeuvring VS protection. A manoeuvring visual segment is protected for the following manoeuvre: the pilot takes off in a direction other than directly to the IDF and then visually manoeuvres to join the initial instrument segment at the IDF. OIS This manoeuvring VS is protected by one sloping initial Vvisual OCS and one Vvisual Note. The protection provided for this VS is comparable with the one provided for PinS approaches followed by a manoeuvring VS (see Chapter 2, paragraph 2.9.3) VSDG for the manoeuvring VS. The nominal VSDG shall be 13.3 per cent. This is consistent with an obstacle clearance of 0.8 per cent above the sloping initial visual OCS (see ). The VSDG shall not be less than 0.8 per cent above the Annex 14 take-off climb surface IDF minimum crossing height. (MCH is the actual height of MCA above the heliport/landing location). The MCH of the IDF for a PinS departure procedure with a manoeuvring visual segment shall not be less than 90 m (295 ft) above the heliport/landing location elevation.

13 B Sloping initial visual OCS a) Alignment. The sloping initial visual OCS is aligned symmetrically on the centre line of the take-off climb surface. each. Note. If more than one take-off climb surface has to be considered, a Vvisual OCS is designed for b) Origin. The sloping initial visual OCS originates at the outer edge of the heliport or landing location safety area (SA) c) Width. The width of the sloping initial visual OCS at its origin is equal to the width of the SA The outer edges splay from their origins at the edge of the SA, symmetrically around the centre line of the take-off climb surface, to an overall maximum width of 120 m, at which point the outer edges parallel the centreline. For the provision of day-only operations, the splay is 10 per cent. For night operations, the splay angle is increased to 15 per cent d) Slope. The elevation of the origin of the sloping initial visual OCS is equal to the heliport or landing location elevation The sloping initial visual OCS inclines at nominally 12.5 per cent from the heliport/landing location elevation to the point where the surface reaches the height of 152 m (500 ft) above heliport/landing location elevation. Editorial Note. Renumber subsequent paragraphs. 1.4 PROMULGATION Note. Principles governing the identification of standard departure routes are contained in Annex 11, Appendix 3. Specifications for standard instrument departure charts are contained in Annex Procedure identification. PinS departures shall be titled RNAV XXXXX DEPARTURE, where XXXXX is the name of the last waypoint in the departure procedure. The plan view shall include a note that the procedure is Cat H only The IDF shall generally be charted as a fly-by waypoint. If for operational reasons, the IDF needs to be a fly-over waypoint, it should be charted as a fly-over waypoint Departure climb table. Climb gradients in instrument segment. A departure climb table shall be provided in the profile view with the visual segment design gradient (VSDG) for Direct-VS and procedure design gradient (PDG) in m/km (ft/nm) for each instrument segment. Additional information shall include the MC A for the end waypoint for each segment. If a segment exceeds the PDG or VSDG standard of 5 per cent, the segment gradient shall also be charted in per cent, to the nearest one-tenth of a per cent, in the departure climb table. A PDG greater than 5 per cent shall also be annotated on the chart. Where multiple PDGs exist for a PinS departure, e.g. due to multiple obstacle clearance requirements and/or air traffic control requirements, or to meet en -route minimum crossing altitude requirements, the highest computed climb gradient for that segment shall be published. PDGs greater than 5 per cent shall be charted together with the point or altitude to which they apply Climb gradients in the visual segment. The VSDG for the direct VS and the manoeuvring VS shall becharted.

14 B Charting of the MCA. The IDF MCAs for all waypoints in the procedure and all other established MCAs shall be charted. On the profile view the MCA of each departure waypoint shall be charted as YYYY where YYYY is the MCA in metres (feet). MCA information shall also be included on the plan view. The MCA shall be charted adjacent to the waypoints to which it they applyies Segment tracks and lengths. Segment tracks and lengths shall be charted Obstacles. Obstacles penetrating the visual OIS shall be charted Additional information for the direct and manoeuvring-vs The centre line(s) and direction(s) of the take-off climb surface(s) taken into account for the protection of the direct and/or manoeuvring visual segment shall be indicated on the chart The manoeuvring area direct and/or manoeuvring visual segment shall be represented on the chart either in an inset on the plan view, or on a continuation sheet or the verso of the chart. Information depicted in the inset shall be charted to scale. If the manoeuvring area direct and/or manoeuvring visual segment is not depicted in an inset, the plan view shall contain an annotation directing the pilot to the continuation sheet or the verso of the chart. In case of a manoeuvring visual segment the manoeuvring area shall be depicted If the manoeuvring area is reduced in size in order to take into account a significant obstacle, restricted use airspace or environmentally sensitive areas located near the heliport/landing location, the following elements shall be indicated on the chart: a) the boundaries of the manoeuvring area; b) the location of the significant obstacle/restricted use airspace/environmentally sensitive area; and c) the boundaries of any no manoeuvring area annotated No manoeuvring The departure shall be annotated Proceed visually to the IDF or Proceed VFR to the IDF as appropriate.

15 B-8 Editorial Note. Replace Figure IV-1-1 with the figure below:

16 B-9 Editorial Note. Replace Figure IV-1-2 with the figure below: Safety area (rotated around centre point of FATO if offset)

17 B-10 Editorial Note. Replace Figure IV-1-3 with the figure below:

18 B-11 Editorial Note. Replace Figure IV-1-4 with the figure below:

19 B-12 Chapter 2 POINT-IN-SPACE (PinS) RNP APCH APPROACH PROCEDURES FOR HELICOPTERS DOWN TO LNAV MINIMA 2.1 GENERAL Approach speeds. When the helicopter reaches the obstacle clearance altitude/height (OCA/H), it must have a sufficient distance to decelerate and transition to flight by visual reference. The greater the approach speed on final, the larger the required deceleration distance. Criteria are provided in this chapter to accommodate helicopters flying the final and missed approach segments at speeds not to exceed 90 KIAS and for those flying the final and missed approach segments at speeds not to exceed 70 KIAS. The missed approach airspeed limitation applies until the helicopter is established on the inbound course to the missed approach holding waypoint or clearance limit. Note. If the airspeeds in above are not adequate, different airspeeds may be chosen for the design of procedures, provided the airspeeds used in the design are annotated on thechart. 2.3 ARRIVAL ROUTES The provisions of Part III, Section 3, Chapter 2, apply Minimum sector altitude/terminal arrival altitude. For the application of the minimum sector altitude, the provisions of Part I, Section 4, Chapter 8, apply except that only a single omnidirectional sector shall be established. The sectors is are centred on the PRP/MAPt. The PRP/MAPt must be provided in the database as the reference point serving the same purpose as the ARP in approaches to aerodromes. For the application of the terminal arrival altitude the provisions of Part III, Section 2, Chapter 4 apply. 2.4 TERMINAL CRITERIA The outer boundary of turn areas is designed using a wind spiral or a bounding circle derived by applying an omnidirectional wind to the ideal flight path. On the outer edge of the turn, and after the turn in the case of an overshoot, wind spirals are constructed from the limits of the primary area, based on the parameters of Part I, Section 4, Chapter 3, a) through g), and at a distance equal to: [min(r, r tan(/2)) ATT d(s)] before the waypoint. Additionally, in order to protect the aircraft within the required range of speeds, the outer limit of the primary area is expanded as shown in Figure IV-2-1, and a constant secondary area is applied during the turn. Turns are protected according to Part I, Section 2, Chapter 3 and Part III, Section 2, Chapter INTERMEDIATE APPROACH SEGMENT

20 B The intermediate approach segment should be aligned with the final approach segment. If a turn at the FAF is necessary, it shall not exceed 60. Note. Some on-board systems will not switch into the approach mode when the track change at the FAF is > Descent gradient. Because the intermediate approach segment is used to prepare the aircraft speed and configuration for entry into the final approach segment, this segment should be flat. If a descent gradient is necessary, Optimum descent gradient is 6.5 per cent. tthe maximum permissible gradient will be is 10 per cent. When an operational requirement exists, a gradient of as much as 13.2 per cent may be authorized, provided the speed is restricted to a maximum of 165 km/h IAS (90 kt IAS) and provided the gradient used is depicted on approach charts. The descent gradient should be calculated in accordance with Part III, Section 2, Chapter 3, 3.3.3, Descent gradient. 2.7 FINAL APPROACH SEGMENT Merging method at FAF. If RNP 0.3 is used on all segments, the intermediate segment width ap plies until the nominal FAF, where the outer edges of the protection area converge at 30 degrees until reaching the final approach segment width. 2.8 MISSED APPROACH SEGMENT Missed approach area. The missed approach area shall commence at the beginning of the MAPt longitudinal tolerance at a width equal to the final approach area at that point. At that point, the area splays at 15 on each side of the missed approach course, to account for the decrease in GNSS receiver display sensitivity from ± 0.56 km (0.30 NM) to ± 1.85 km (1.00 NM) to a total width of ± 4.07 km (2.20 NM). If the first waypoint is reached prior to the area reaching ± 4.07 km (2.20 NM) the splay continues to 4.07 km (2.20 NM). If RNP 0.3 is chosen on all segments, the area does not splay at the early MAPt and the final approach semi-width is maintained until 15 NM from the PinS. For missed approach procedures with GNSS receivers which do not provide continuous track guidance after the MAPt, see Figures IV-2-2 and IV-2-3. Turning missed approach with track specified to MAHF should be restricted to systems providing continuous track guidance after the missed approach waypoint and the approach procedure should be clearly annotated. See Figure IV Alignment. The maximum difference between the inbound track and outbound track at MATF is a maximum of 120º. This restriction does not apply in case of a flyover waypoint followed by a DF leg.

21 B Length. Where an operational requirement exists to avoid obstacles, an MATF may be used. In this case, the MSD applicable turn anticipation distance for the turn point must be applied after SOC. The minimum length after the turn is determined by the MSD required for the outbound segment. Refer to the method in Part III, Section 2, Chapter PinS APPROACH PROCEDURES WITH A PROCEED VISUALLY INSTRUCTION Note. In circumstances where a proceed visually instruction is not suitable or possible, a PinS approach procedure with a proceed VFR instruction can be designed (see section 2.10) PinS approach general General Description. A direct visual segment or a manoeuvring visual segment connects the PinS (the MAPt) to the heliport or the landing location. This provides the pilot flying a PinS instrument approach procedure with a visual segment to proceed visually from the MAPt to the heliport or landing location. Note. This connection can also be accomplished via a route visual segment. Procedure design criteria for route visual segments are currently under development PinS approach with a "proceed visually" instruction Direct-visual segment Direct visual segment (VS) Description. The Direct-VS connects the PinS to the landing location; this can be either direct to the landing location or via a descent point where a limited track change may occur. The Direct-VS provides the pilot flying a PinS instrument approach procedure with a visual segment to proceed visually from the MAPt to the landinglocation. Editorial Note. Renumber subsequentparagraphs The visual segment descent angle (VSDA) describes the nominal descent path of the aircraft in the visual segment. It is the angle from the MDA at either the MAPt or DP to the landing location HRP at HCH. The nominal VSDA is 8.3. This is consistent with an OCS of 1.12 below the VSDA (see paragraph ). The VSDA shall be at least 1.12 above the Annex 14 take-off/climb surface The VSDA may be lowered if the Annex 14 take-off climb surface of the landing location corresponds to slope design category A or B (see Annex 14, Volume II, Chapter 4) A higher VSDA may be chosen in coordination with the operatorsconcerned.

22 B The inner and outer edges of each sloping OIS rises in the vertical plane at the same gradient as the OCS. OCS The outer edge of the sloping OIS rises in the vertical plane at the same gradient as the DP establishment, alignment, OCS dimensions, FAS extension. If the VSDA reaches an altitude equal to OCA at a point that is between the latest ATT of the MAPt and the HRP, then a DP is established. The associated DP alignment course is between HRP and DP. In such a case, an additional OCS is required. This additional OCS is established as a level surface equal in dimension to the FAS primary area and at an altitude of OCA minus MOC; it extends beyond the MAPt to the DP. The semiwidth of this OCS extension is equal to the FAS primary area semi- width extended from the MAPt to abeam the DP. If a turn is established at the DP, the edge of the sloping OIS is constructed as follows (see Figure IV-2-9) Outer edge outside the turn. A circular arc with the radius of the instrument segment primary area is constructed at the DP. The outer edge of the OIS is the tangential connection to the circle above and the edge of the landing location SA at the width of the SA Outer edge inside the turn. At the point where the OCS becomes level (OCA minus MOC) a perpendicular line to the track DP-HRP is constructed. Where this perpendicular line reaches the width of the primary area of the instrument segment parallel to the instrument segment final approach track, the OIS outer edge connects to the edge of the landing location SA at the width of the SA Obstacle clearance. No obstacles shall penetrate the Direct-VS OCS. Obstacles that penetrate the sloping OIS and/or the level OIS shall be documented and should becharted PinS approach with a "proceed visually" instruction Manoeuvring-visual segment (VS) VSDA for the manoeuvring VS. The nominal VSDA is 8.3. This is consistent with a sloping OCS of 1.12 below the VSDA (see paragraph ) A higher VSDA may be chosen in coordination with the operatorsconcerned Obstacle clearance No obstacles should shall penetrate the level OCS or the sloping OCS. Obstacles that penetrate the OIS shall be documented and charted. Other obstacles may be documented and charted if deemed necessary even if they do not penetrate the different OIS.

23 B The profile view shall contain information relating to the instrument procedure profile and the direct visual segment profile, if it exists, with the text Proceed VFR or Proceed visually, as appropriate. There is no profile view information for either Proceed VFR or Proceed Vvisually with manoeuvring-visual segment procedures. The profile view of the direct visual segment shallinclude: a) fixes, altitudes and distances up to the MAPt; b) the profile and track from the MAPt to the heliport or landing location; c) the descent point if established; d) the descent angle from the MAPt or DP; e) the heliport crossing height (HCH); f) the text Proceed visually, which shall be located under the visual segment profile; and g) a descent table should be shown indicating descent angle and descent rate in metres per minute (feet per minute) for appropriate speeds for applicable segments, i.e. final approach fix (FAF) to step down fix (SDF), SDF to missed approach point (MAPt), and descent point (DP) to heliport reference point (HRP). h) for Proceed visually PinS procedures with a direct visual segment and/or a manoeuvring visual segment, the VSDA for the direct-vs and/or the descent gradient for final landing ingress. Note. The descent table may be placed in the lower left or right corner of the plan view directly above the profile view.

24 B-17 Editorial Note. Replace Figure IV-2-5 with the figure below:

25 B-18 Editorial Note. Replace Figure IV-2-6 with the figure below:

26 B-19 Editorial Note. Replace Figure IV-2-7 with the figure below:

27 B-20 Editorial Note. Replace Figure IV-2-8 with the figure below:

28 B-21 Editorial Note. Replace Figure IV-2-9 with the figure below:

29 B-22 Chapter 3 POINT-IN-SPACE (PinS) RNP APCH APPROACH PROCEDURES FOR HELICOPTERS DOWN TO LPV MINIMA 3.3 VISUAL SEGMENT: ADJUSTMENT OF THE OCA/H ANDPROTECTION Adjustment of the OCA/H. In order to ensure adequate transition between the instrument phase of flight and the visual phase of flight for proceed visually procedures with manoeuvring visual segment and for proceed visually procedures with direct visual segment with DP, the final OCA/H is calculated by including an add-on value to the OCA/Hps defined in paragraphs and This add-on value is directly linked to the GPA and is calculated by using the following formula: add-on value (ft) = (1 460/102)* GPA(degree) The results of the calculation for a set of GPA values are detailed in Table IV-3-1. Table IV-3-1. Add-on for a set of GPA values GPA Add-on value (ft) Add-on value (m) Note. No add-on applies to procedures with proceed VFR and/or proceed visually with direct visual segment without DP Protection of the visual segment. Criteria used for the definition and the protection of the visual segment described in paragraph 2.9 apply. As the SBAS OAS do not have primary and secondary areas the OIS outer edge should be connected to a semi-width of 741 m (0.4 NM) and the level OIS should be connected to a semi-width of m (0.8 NM) at the nominal location of the PinS. However, where the OCA/H is used for the design of the LNAV procedure, it shall be replaced by the OCA/Hps value defined in paragraph Similarly, where MDA/H value is used in paragraph 2.9, it shall be replaced by the (DA/H add-on ) value. 3.4 SUPPORTING PinS RNP APCH WITH LNAVMINIMA When LNAV and LPV minima for a PinS RNP APCH procedure are depicted on the same chart, the PinS and GPA vertical profiles of the two approaches shall be the same. The LNAV GPA descent gradient shall be equal to the LPV GPA and shall not be calculated in accordance with paragraph As per

30 B-23 the definition, the LPV OCA/Hps shall be reached at the PinS location, and the LNAV OCA/H shall be reached before the PinS. Origin IFPP/13 Rationale Over the last years in applying the helicopter criteria in PANS-OPS a number of issues have been identified in daily procedure design as well as in the flight validation of helicopter point-in-space procedures. This amendment proposes to change the respective criteria based on the operational experience. The proposed amendment ensures that procedures are flown in compliance with the flight procedure design criteria.

31 B-24 INITIAL PROPOSAL 3 Revised procedure altitude/height definition and description Part I GENERAL Section 1 DEFINITIONS, ABBREVIATIONS AND ACRONYMS AND UNITS OF MEASUREMENT Procedure altitude/height. A specified altitude/height flown operationally at or above the minimum altitude/height and established to accommodate a stabilized descent at a prescribed descent gradient/angle in the intermediate/final approach segment. A published altitude/height used in defining the vertical profile of a flight procedure, at or above the minimum obstacle clearance altitude/height where established. Section 2 GENERAL PRINCIPLES Chapter 1 GENERAL 1.8 USE OF PROCEDURE ALTITUDE/HEIGHT For any phase of flight, the procedure altitude/height takes into account elements such as air traffic service requirements, continuous descent final approach (CDFA), airspace structure, effects of low or high temperatures, navigational aid signal, ground/air communications, radar coverage, environmental considerations, etc. A procedure altitude/height for any phase of flight shall be at or above the minimum obstacle clearance altitude/height. A procedure altitude/height should be published as applicable at a fix or along the segment, depending on which of these elements has been considered by the procedure/airspace designer. Editorial Note. Renumber subsequent paragraphs. Origin IFPP/13 Rationale See Initial Proposal 1 on page A-2.

32 B-25 INITIAL PROPOSAL 4 Criteria for naming waypoints on PBN approach procedures Part III PERFORMANCE-BASED NAVIGATION PROCEDURES Section 5 PUBLICATION Chapter 1 PUBLICATON AND CHARTING GENERAL 1.6 WAYPOINT NAMING Applicable from 19 November The following criteria apply when five-alphanumeric name-codes are used: a) the five-alphanumeric name-code convention that is adopted shall be applicable aerodromes within the State; to all b) the five-alphanumeric name-code should consist of no more than three numbers with the alphabetic characters being taken from the airport designator; five-alphanumeric name-codes should contain characters taken from the airport designator, and/or characters indicating the use of the significant point, with all combinations containing no more than three digits; c) the convention and the rules of application shall be published in the State AIP; d) the five-alphanumeric name-code shall be unique within the terminal area in which it is used; e) as global uniqueness cannot be assured, all waypoints that have a five-alphanumeric name-code identifier should be clearly listed as terminal waypoints in the AIP; and f) as global uniqueness cannot be assured for waypoints containing five-alphanumeric namecodes, to avoid any potential miss selection by the pilot, ATC should not use waypoints designated by five-alphanumeric name-codes in any re-routing from the en-route structure into a terminal procedure.

33 B-26 Origin IFPP/13 Rationale Several incidents have occurred due to a premature descent at the initial fix instead of at the final approach fix on (PBN) approaches as the result of pilot confusion concerning IAF, IF and FAF naming. This amendment proposes revising the criteria to allow the five-alphanumeric name code to be based on multiple factors that allow States to choose waypoints names based on their function within the airspace, on the airport designators or other relevant aspects. This pragmatic approach gives more flexibility to States to choose names that are clear and not prone to any misinterpretations by the pilots.

34 B-27 INITIAL PROPOSAL 5 Revised datum crossing point definition Part I GENERAL Section 1 DEFINITIONS, ABBREVIATIONS AND ACRONYMS AND UNITS OF MEASUREMENT Datum crossing point (DCP).The DCP is a point on the glide path or vertical path directly above the LTP or FTP at a height specified by the RDH. Origin IFPP/13 Rationale The existing definition of datum crossing point (DCP) does not address the vertical path of procedures with barometric vertical guidance. The definition is amended accordingly.

35 B-28 INITIAL PROPOSAL 6 Use of GBAS and GLS terminology TABLE OF CONTENTS PART III. Section 1. PERFORMANCE-BASED NAVIGATION PROCEDURES... III-(i) Underlying principles... III-1-(i) Chapter 5. GBAS RNAV... III (To be developed) Section 3. Procedure construction... III-3-(i) Chapter 5. Simultaneous ILS/MLS/GBAS/APV SBAS approaches to parallel or near-parallel instrument runways... III Chapter 6. Precision approach procedures GBAS GLS... III GBAS GLS CAT I with offset azimuth final approach track alignment... III FOREWORD 2. COMENTARY ON THE MATERIAL CONTAINED IN VOLUME II 2.2 Part II Conventional procedures The precision approach criteria were expanded to MLS category I, II and III in 1994 and GBAS GLS category I in Part I GENERAL

36 B-29 Section 1 DEFINITIONS, ABBREVIATIONS AND ACRONYMS AND UNITS OF MEASUREMENT GBAS GNSS azimuth reference point (GARP). The GARP is defined to be beyond the FPAP along the procedure centre line by a fixed offset of 305 m (1 000 ft.). It is used to establish the lateral deviation display limits. Chapter 2 FTE GARP GBAS ABBREVIATIONS AND ACRONYMS Flight technical tolerance GBAS GNSS azimuth reference point Ground-based augmentation system Section 4 ARRIVAL AND APPROACH PROCEDURES Chapter 1 GENERAL CRITERIA FOR APPROACH/ARRIVAL PROCEDURES 1.8 CATEGORIES OF AIRCRAFT For precision approach procedures, the dimensions of the aircraft are also a factor for the calculation of the OCH. For Category D L aircraft, additional OCA/H is provided, when necessary, to take into account the specific dimensions of these aircraft (see Part II, Section 1, Chapters 1 and 3 and Part III, Section 3 Chapter 6 (GBAS GLS Cat I)). Part III PERFORMANCE-BASED NAVIGATION PROCEDURES

37 B-30 Section 1 UNDERLYING PRINCIPLES Chapter 1 RNAV CONCEPTS Performance-based navigation (PBN) is defined as a type of area navigation (RNAV) in which navigation performance requirements are prescribed in navigation specifications. A navigation specification is defined as a set of aircraft and aircrew requirements needed to support PBN operations within a defined airspace. RNAV as defined in PANS-OPS includes PBN and non-pbn applications, such as SBAS APV and GBAS. Note. ICAO is currently reviewing the possibility for developing navigation specifications for SBAS APV and GBAS under performance-based navigation. Chapter 5 GBAS RNAV (To be developed) Section 2 GENERAL CRITERIA Chapter 6 APPLICATION OF FAS DATA BLOCK FOR SBAS AND GBAS Appendix A to Chapter 6 FAS DATA BLOCK DESCREIPTION FOR SBAS 3. EXPLANATION OF FAS DATA BLOCK DATA FIELD ENTRIES s) Horizontal alert limit (HAL)

38 B-31 Note. The HAL field is not part of the FAS data block/crc wrap for GBAS procedures data blocks that are uplinked by a GBAS ground facility. t) Vertical alert limit (VAL) Note 2. The VAL field is not part of the FAS data block/crc wrap for GBAS procedures data blocks that are uplinked by a GBAS ground facility. SECTION 3 PROCEDURE CONSTRUCTION Chapter 2 ARRIVAL AND APPROACH PROCEDURES 2.4 INTERMEDIATE APPROACH SEGMENT Intermediate approach length For GBAS GLS procedures specific criteria apply (see Chapter 6). Chapter 5 SBAS NON-PRECISION APPROACH, APPROACH WITH VERTICAL GUIDANCE AND PRECISION APPROACH CAT I PROCEDURES 5.6 SIMULTANEOUS ILS/MLS/GBAS /APV SBAS APPROACHES TO PARALLEL OR NEAR-PARALLEL INSTRUMENT RUNWAYS Note. Guidance material is contained in the Manual on Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (SOIR) (Doc 9643) General When it is intended to use a vertically guided procedure based on an APV I or CAT I SBAS approach procedure to parallel runways, simultaneously with ILS, MLS or GBAS GLS or another APV I or CAT I vertically guided procedure based on SBAS approach procedure, the following additional criteria shall applied in the design of both procedures:

39 B-32 Chapter 6 PRECISION APPROACH PROCEDURES GBAS GLS 6.1 INTRODUCTION Application The GBAS GLS criteria in this chapter are based on ILS criteria and are related to the ground and airborne equipment performance and integrity required to meet CAT I operational objectives described in Annex 10. An illustration of the specific definitions used in this chapter is given in Figure III Note. 1. While specific GBAS GLS CAT I criteria are in preparation, the criteria contained in this chapter are based on an ILS CAT I equivalency method. Development of Annex 10 requirements for CAT II and III approaches is in progress; pending their finalization, procedure design criteria will be made available Procedure construction The procedure from en route to the GBAS GLS final approach segment and in the final missed approach phase conforms with the general criteria. The differences are found in the physical requirements for the GBAS GLS precision segment which contains the final approach segment as well as the initial and intermediate phases of the missed approach segment. These requirements are related to the performance of the GBAS GLS Cat I system Standard conditions c) GBAS GLS course width: 210 m at threshold. d) Glide path angle 1) minimum/optimum: 3.0 2) maximum: 3.5 e) GBAS GLS reference datum height: 15 m (50 ft) Obstacle clearance altitude/height (OCA) The GBAS GLS criteria enable an OCA/H to be calculated for each category of aircraft. See Part I, Section 4, Chapter 1, 1.8, Categories of aircraft.

40 B INITIAL APPROACH SEGMENT General The initial approach segment for GBAS a GLS procedure must ensure that the aircraft is positioned within the operational service volume of the GBAS on a track or heading that will facilitate the final approach course interception INTERMEDIATE APPROACH SEGMENT General The intermediate approach segment for GBAS a GLS procedure differs from the general criteria in that: Intermediate approach segment alignment The intermediate approach segment of a GBAS GLS procedure shall be aligned with the final approach course segment. 6.4 PRECISION SEGMENT General The precision segment for GBAS a GLS procedure is aligned with the final approach course and contains the final descent for landing, the initial and the intermediate missed approach. See Figure III Obstacle clearance of the precision segment using basic ILS surfaces for GBAS GLS operations Determination of OCA/H with basic ILS surfaces If the basic ILS surfaces listed above are penetrated by objects other than those tabulated in Table III-3-6-2, the OCA/H may be calculated directly by applying height loss/altimeter margins to obstacles (see ). The obstacles in Table III may only be exempted if the GBAS GLS course width meets the standard condition of 210 m (see 6.1.3).