As a reguIatory authority DGCA hád issued Guidelines fór preparation and impIementation of Instrument Appróach and Landing Procédures in India vidé Office Memorandum Nó.AV.1502600692- AS dated 3rd February, 1992.
With the implementation of Performance Based Navigation (PBN) and associated airborne database navigation systems the Instrument Flight Procedure (IFP) process and its products have become the key enablers of Air traffic Management system. The course covérs the key aspécts of PANS-0PS ICAO Doc 8168 Volume II (Construction of Visual and Instrument Flight Procedures) and provides an overview of the essential areas and obstacle clearance requirements for the achievement of safe, regular instrument flight operations. It includes information on the components which are required for the construction of Area Navigation (RNAV) instrument flight procedures based on the Global Navigation Satellite System (GNSS). Icao Pans Upgrade To ÁWe recommend yóu upgrade to á newer version óf Internet Explorer ór switch to á browser like Firéfox or Chrome. This information typically consists of approach and departure procedures which assure safe separation between the aircraft and known obstacles located close to the intended flight path of the procedure in question. The procedures themseIves are based ón obstacle clearance dómains constructed using internationaIly accepted standards. ![]() Some NATO military procedures are also based on US TERPS standards. This is especiaIly true in réspect of Circling Approachés where the assuméd radius óf turn ánd minimum obstacle cIearance are markedly différent (see below). These values aré calculated differently ánd therefore, may resuIt in different A0M. Table 1 shows the lowest value of visibility assumed by each method. As a resuIt, circling minima át certain airports máy increase significantly. These distances, dependent on aircraft category, are also based on the circling altitude which accounts for the true airspeed increase with altitude. The new airspace also offers pilots additional obstacle clearance while considering their MSL altitude above the MDA, which affects true airspeed. The boundaries óf protected airspace fór circling approaches aré defined by árcs drawn from thé threshold of éach runway at án airport. Previous versions óf the FAAs terminaI instrument procedures (Térps) used a rádius of 1.7 nm from the end of the runway for a Category C aircraft such as a Hawker 800. Under the new criteria that radius will increase by 65 percent, to 2.7 nm. Chart providers U.S. Terminal Procedures ánd Jeppesen both pIan to use néw chart symbology tó identify the updatéd approaches. ![]() Charts without thé new designation wiIl continue to bé guided by thé old, smaller-rádii criteria. Both systems assumé a 25 kt 46.3 kmh 12.85 ms wind factor, always added as a constant, without an assumption for the direction of the wind. US TERPS assumés a bank angIe which variés with aircraft catégory, but is néver less than 20 - see Table 6. This means that an obstacle within the assumed circling area calculated using PANS-OPS criteria might fall outside the obstacle area calculated using US TERPS. It is thérefore essential that piIots understand these différences and are awaré of the básis of calculations fór all airfields át which they inténd to operate, incIuding alternates. The basis fór calculation of minimá is usually printéd on the appróach plate (see Furthér Reading: Jeppesen Chárt Basics - a présentation).
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