JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21)

Maximum speed for reversal and racetrack procedures up to and including 6000 ft is 185
km/h, and maximum speed for reversal and racetrack procedures above 6000 ft is 205
km/h.

***

Helicopter point-in-space procedures based on basic GNSS may be designed using
maximum speeds of 220 km/h for initial and intermediate segments and 165 km/h on fi-
nal and missed approach segments, or 165 km/h for initial and intermediate segments
and 130 km/h on final and missed approach segments depending on the operational
need.

Table II-5-1-2. Speeds for procedure calculations in knots (kt)

Aircraft

Category

Initial Ap-

proach

Speeds

Final Ap-

proach

Speeds

Maximum

Speeds for

Visual Ma-

noeuvring

(Circling)

Maximum Speeds for

Missed Approach

Intermedi-

ate

Final

<91

90/150

(110*)

70/100

100

110

91/120

120/180

(140*)

85/130

135

130

150

121/140

160/240

115/160

180

160

240

141/165

185/250

130/185

205

185

265

166/210

185/250

155/230

240

230

275

N/A

70/120**

60/90***

N/A

CAT H

(PinS)***

N/A

70/120

60/90

N/A

70 or 90

— Speed at threshold based on 1.3 times stall speed V

or 1.23 times stall speed V

s1g

the landing configuration at maximum certificated landing mass. (Not applicable to heli-
copters.)

Maximum speed for reversal and racetrack procedures.

Maximum speed for reversal and racetrack procedures up to and including 6000 ft is
100 kt, and maximum speed for reversal and racetrack procedures above 6000 ft is 110
kt.

***

Helicopter point-in-space procedures based on basic GNSS may be designed using
maximum speeds of 120 KIAS for initial and intermediate segments and 90 KIAS on fi-
nal and missed approach segments, or 90 KIAS initial and intermediate segments and
70 KIAS on final and missed approach segments depending on the operational need.

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INSTRUMENT APPROACH OPERATIONS

GENERAL

2.1.1 Prior to the introduction of PBN procedures, there was a simple relationship between
instrument approach procedures and instrument approach operations:

a. non-precision approach procedures (NPA) were published which were flown as a two-dimen-

sional (2D) operation; and

b. precision approach procedures (PA) were published which were flown as a three-dimen-

sional (3D) operation.

2.1.2 With the introduction of a variety of PBN vertically guided approaches which are not preci-
sion approaches (for example, the APV baro-VNAV approach and satellite-based augmentation
system (SBAS) APV-I approach) there is no longer a simple relationship between the approach
procedure and the type of operation.
2.1.3 From an operational perspective, the classification of different instrument approach proce-
dures into precision, non-precision, etc., is no longer relevant. The important classification is
whether the approach is operated as 2D or 3D.

INSTRUMENT APPROACH OPERATIONS

2.2.1  There are two methods for flying instrument approach operations, 2D and 3D. In a 2D
approach operation, only lateral guidance will be displayed to the pilot, for example, in the form of
a very high frequency omnidirectional radio range (VOR) needle or ILS lateral deviation scale. A
3D approach operation will also provide vertical guidance in the form of a vertical deviation scale.
2.2.2  The nature of the instrument approach operation depends on both the instrument
approach procedure and the technique used to fly the procedure.
2.2.3  Operations using a CDFA technique may be considered to be 3D or 2D depending on how
the vertical profile is determined and on the guidance provided to the pilot. (See 2.5 for more
information.)

3D APPROACH OPERATIONS

2.3.1 A 3D instrument approach operation uses lateral and vertical navigation guidance.
2.3.2 Lateral and vertical navigation guidance refers to the guidance provided either by:

a. a ground-based radio navigation aid such as an ILS or microwave landing system (MLS); or
b. computer-generated navigation data from ground-based, space-based or self-contained nav-

igation aids, or a combination of these.

2.3.3  Manually calculated rate/angle of descent is not considered vertical guidance, therefore
this is not considered to be a 3D approach operation.
2.3.4  3D operations are conducted to a DA/H, which allows for height loss after the commence-
ment of the missed approach.
2.3.5  3D approach operations can be either:

2.1

2.2

2.3

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a. Type A with a DH of 75 m (250 ft) or above; or
b. Type B with a DH less than 75 m (250 ft).

2D APPROACH OPERATIONS

2.4.1  A 2D instrument approach operation uses lateral navigation guidance only.
2.4.2  2D operations are conducted to an MDA/H, below which the aircraft should not descend
without adequate visual references.
2.4.3  2D approach operations can only be Type A with an MDH of 75 m (250 ft) or above.

CONTINUOUS DESCENT FINAL APPROACH (CDFA) TECHNIQUE

2.5.1 The CDFA technique can support either 2D or 3D approach operations and is a method of
flying a non-precision approach. This is described in Chapter 1, paragraph 1.8.2 of this section.
2.5.2 There are two methods of flying the CDFA:

a. using a manually calculated descent profile (rate/angle of descent); and
b. using a descent profile calculated by the on-board equipment such as baro-VNAV or SBAS.

2.5.3 In the case of a descent profile calculated manually by rate of descent/angle of descent,
the lack of positive guidance means the operation shall be considered to be 2D and shall be oper-
ated to an MDA/H as normal.
2.5.4 Where on-board equipment, such as a baro-VNAV system or SBAS receiver, is used to
generate the descent profile and associated positive guidance, the operation shall be considered
to be 3D. In this case the following shall be confirmed prior to operation:

a. a derived DA/H shall be calculated to ensure the aircraft does not descend below the pub-

lished MDA/H;

b. the pilot shall verify that the descent profile satisfies all the requirements for SDFs, as indica-

ted on the approach chart;

c. the system in use (e.g. baro-VNAV, SBAS) shall be certified for use for the intended opera-

tion; and

d. in the case of a baro-VNAV system, operations shall only be flown with a current local altim-

eter setting source available, and the QNH/QFE, as appropriate, set on the aircraft‘s altime-
ter. Procedures using a remote altimeter setting source cannot support the use of the baro-
VNAV function.

2.5.5 Table II-5-2-1 indicates how this technique affects the approach operation on different
instrument approach procedures.

2.4

2.5

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Table II-5-2-1. Instrument approach procedures versus operations

Procedure

Operation

Chart identifica-

tion

Minima box label

Type of operation

Minima

Type
(A or

NDB RWY XX

NDB

MDA/H

3D (CDFA with positive guid-

ance)

Derived DA

VOR RWY XX

VOR

MDA/H

3D (CDFA with positive guid-

ance)

Derived DA

ILS RWY XX or

LOC RWY XX

LOC

MDA/H

3D (CDFA with positive guid-

ance)

Derived DA

RNP RWY XX

LNAV

MDA/H

3D (CDFA with positive guid-

ance)

Derived DA

RNP RWY XX

MDA/H

3D (CDFA with positive guid-

ance)

Derived DA

RNP RWY XX

LNAV/VNAV

DA/H

RNP RWY XX

(AR)

RNP 0.X

DA/H

RNP RWY XX

LPV

DA/H

A or B

ILS RWY XX

CAT I

CAT II

CAT III A/B/C

DA/H

A or B

MLS RWY XX

CAT I

CAT II

CAT III A/B/C

DA/H

A or B

GLS RWY XX

CAT I

DA/H

A or B

Requires baro-VNAV or SBAS equipment.
Requires SBAS equipment.

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SBAS CAT I procedures may be Type A or Type B. SBAS APV procedures are only Type A.

INITIAL APPROACH

GENERAL

Purpose

The initial approach segment begins at the initial approach fix (IAF) and ends at the intermediate
fix (IF). In the initial approach, the aircraft has left the en-route structure and is manoeuvring to
enter the intermediate approach segment.

Maximum angle of interception

Track guidance should be provided along the initial approach segment to the IF, with a maximum
angle of interception of:

a. 90° for a precision approach; and
b. 120° for a non-precision approach.

Minimum obstacle clearance (MOC)

The initial approach segment provides at least 300 m (1000 ft) of obstacle clearance in the pri-
mary area, reducing laterally to zero at the outer edge of the secondary area.

PBN initial segments

3.1.4.1 The PBN navigation specifications applicable to all segments of the approach are
detailed in Chapter 1, 1.3. Additionally, PBN initial segments may be designed using the following
navigation specifications:

a. RNAV 1;
b. RNP 1; and

c. RNP 0.3 (Helicopters); and

d. Advanced RNP (A-RNP).

NOTE: For complete details of the applicability of PBN navigation specifications to approach pro-
cedures, see the Performance-based Navigation (PBN) Manual (Doc 9613).
3.1.4.2 A PBN initial segment may be used to link up with a non-PBN final approach, such as an
ILS or GBAS landing system (GLS).

TYPES OF MANOEUVRES

3.2.1 Where no suitable IAF or IF is available to construct the instrument procedure, a reversal
procedure, racetrack or holding pattern is required.

Reversal procedure

3.2.2.1 The reversal procedure may be in the form of a procedure or base turn. Entry is restric-
ted to a specific direction or sector.

3.1

3.1.1

3.1.2

3.1.3

3.1.4

3.2

3.2.2

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3.2.2.2 The directions and timing specified should be strictly followed in order to remain within
the airspace provided. It should be noted that the airspace provided for these procedures does
not permit racetrack or holding manoeuvre to be conducted unless so specified.
3.2.2.3 There are three generally recognized manoeuvres related to the reversal procedure, as
shown in Figure II-5-3-1:

a. 45°/180° procedure turn (see Figure II-5-3-1 A), starts at a facility or fix and consists of:

1. a straight leg with track guidance. This straight leg may be timed or may be limited by a

radial or distance measuring equipment (DME) distance;

2. a 45° turn;
3. a straight leg without track guidance. This straight leg is timed. It is:

(a) 1 minute from the start of the turn for Category A and B aircraft; and
(b) 1 minute 15 seconds from the start of the turn for Category C, D and E aircraft; and

4. a 180° turn in the opposite direction to intercept the inbound track.

Unless specifically excluded, this procedure can also be used where an 80°/260° procedure
turn is specified (see 3.2.2.3 b).

b. 80°/260° procedure turn (see Figure II-5-3-1 B), starts at a facility or fix and consists of:

1. a straight leg with track guidance. This straight leg may be timed or may be limited by a

radial or DME distance;

2. an 80° turn;
3. an immediate 260° turn in the opposite direction on completion of the 80° turn, to inter-

cept the inbound track.

Unless specifically excluded, this procedure can also be used where a 45°/180° procedure
turn is specified (see 3.2.2.3 a).

c. base turn (see Figure II-5-3-1 C), consisting of:

1. a specified outbound track and timing or DME distance from a facility; followed by
2. a turn to intercept the inbound track.

Racetrack procedure

3.2.3.1 A racetrack procedure (see Figure II-5-3-1 D) consists of:

a. a turn from the inbound track through 180° from overhead the facility or fix on to the out-

bound track. The outbound leg may be timed or may be limited by a radial or DME distance;
followed by

b. a 180° turn in the same direction to return to the inbound track.

3.2.3

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FLIGHT PROCEDURES FOR RACETRACK AND REVERSAL

PROCEDURES

Entry

3.3.1.1 Unless the procedure specifies particular entry restrictions, reversal procedures shall be
entered from a track within ±30° of the outbound track of the reversal procedure. However, for
base turns, where the ±30° direct entry sector does not include the reciprocal of the inbound
track, the entry sector is expanded to include it. (See Figures II-5-3-2 and II-5-3-3.)
3.3.1.2 Typically, a racetrack procedure is used when aircraft arrive overhead the fix from a
direction which does not allow direct entry to the reversal, as shown in Figure II-5-3-4. In these
cases, aircraft should enter the procedure in a manner similar to that prescribed for a holding pro-
cedure entry with the following considerations:

a. offset entry from Sector 2 shall limit the time on the 30° offset track to 1 min 30 s, after which

the pilot should turn to a heading parallel to the outbound track for the remainder of the out-
bound time. If the outbound time is only 1 min, the time on the 30° offset track shall be 1 min
also;

b. parallel entry shall not return directly to the facility without first intercepting the inbound track

when proceeding to the final segment of the approach procedure; and

c. all manoeuvring shall be done in so far as possible on the manoeuvring side of the inbound

track.

Speed restrictions

These may be specified in addition to, or instead of, aircraft category restrictions. The speeds
shall not be exceeded to ensure that the aircraft remains within the limits of the protected areas.

Bank angle

Procedures are based on average achieved bank angle of 25°, or the bank angle giving a rate of
turn of 3°/second, whichever is less.

Descent

The aircraft shall cross the fix or facility and fly outbound on the specified track, descending as
necessary to the procedure altitude/height but no lower than the minimum crossing altitude/height
(MCA/H) associated with that segment. If a further descent is specified after the inbound turn, this
descent shall not be started until the aircraft is established on the inbound track. An aircraft is
considered established when it is:

a. within half full scale deflection for the ILS and VOR; or
b. within ±5° of the required bearing for the NDB.

Racetrack procedure outbound leg

3.3.5.1 When the procedure is based on a facility, the outbound timing starts:

a. from abeam the facility; or

3.3

3.3.1

3.3.2

3.3.3

3.3.4

3.3.5

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b. on attaining the outbound heading,

whichever comes later.
3.3.5.2 When the procedure is based on a fix, the outbound timing starts from attaining the out-
bound heading.
3.3.5.3 The turn on to the inbound track should be started:

a. within the specified time (adjusted for wind); or
b. when encountering any DME distance; or

c. when the radial/bearing specifying a limiting distance has been reached,

whichever occurs first.
3.3.5.4 When a DME distance or radial/bearing is specified for the end of the outbound leg, it
shall not be exceeded when flying on the outbound track.

Wind effect

To achieve a stabilized approach, due allowance should be made in both heading and timing to
compensate for the effects of wind so that the aircraft regains the inbound track as accurately and
expeditiously as possible. In making these corrections, full use should be made of the indications
available from the aid and from estimated or known winds. This is particularly important for slow
aircraft in high wind conditions. Failure to compensate for wind effects may result in the aircraft
departing the protected area of the procedure.

Descent rates

The specified timings and procedure altitudes are based on rates of descent that do not exceed
the values shown in Table II-5-3-1.

Shuttle

A shuttle is defined as a descent or climb conducted in a holding pattern. This is normally prescri-
bed where the descent required between the end of initial approach and the beginning of final
approach exceeds the values shown in Table II-5-3-1.

Table II-5-3-1. Maximum/minimum descent rate to be specified on a reversal or racetrack

procedure

Outbound track

Maximum

Minimum

Category A/B

Category C/D/E/H

245 m/min (804 ft/min)

365 m/min (1197 ft/min)

N/A
N/A

Inbound track

Maximum

Minimum

Category A/B

Category H

Category C/D/E

200 m/min (655 ft/min)
230 m/min (755 ft/min)

305 m/min (1000 ft/min)

120 m/min (394 ft/min)

N/A

180 m/min (590 ft/min)

3.3.6

3.3.7

3.3.8

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Fig II-5-3-4. Example of omnidirectional arrival using a holding procedure in association

with a reversal procedure

INTERMEDIATE APPROACH

PURPOSE

This is the segment during which the aircraft speed and configuration should be adjusted to pre-
pare the aircraft for final approach. For this reason, the designed descent gradient is kept as shal-
low as possible. To fly an efficient descent profile, the pilot may elect to configure the aircraft
while in a continuous descent along this segment.

MINIMUM OBSTACLE CLEARANCE (MOC)

During the intermediate approach, the obstacle clearance requirement is 150 m (492 ft) in the pri-
mary area, reducing laterally to zero at the outer edge of the secondary area.

BEGINNING AND END OF THE SEGMENT (CONVENTIONAL

PROCEDURES)

4.3.1 Where a FAF is available, the intermediate approach segment begins when the aircraft is
on the inbound track of the procedure turn, base turn or final inbound leg of the racetrack proce-
dure. It ends at the FAF or final approach point (FAP), as applicable.

4.1

4.2

4.3

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4.3.2 Where no FAF is specified, the inbound track is the FAS.

PBN INTERMEDIATE SEGMENTS

4.4.1 The PBN navigation specifications applicable to all segments of the approach are detailed
in Chapter 1, 1.3. Additionally, PBN intermediate segments may be designed using the following
navigation specifications:

a. RNAV 1;
b. RNP 1; and

c. RNP 0.3 (Helicopters).

NOTE: For complete details of the applicability of PBN navigation specifications to approach pro-
cedures, see the Performance-based Navigation (PBN) Manual (Doc 9613).
4.4.2 A PBN intermediate segment may be used to link up with a non-PBN final approach, such
as an ILS or GLS.

BEGINNING AND END OF THE SEGMENT (PBN PROCEDURES)

4.5.1  The intermediate segment usually contains a straight component immediately before the
FAF/FAP.
4.5.2  Where included, the length of the straight component is variable but will not be less than
3.7 km (2.0 NM) allowing the aircraft to be stabilized prior to the FAF/FAP and to provide for mode
and display switching prior to the FAF/FAP.
4.5.3  Alternatively, an RF leg may be used linking directly to the FAF. In this case no straight
component is provided.

FINAL APPROACH

GENERAL

Purpose

This is the segment in which alignment and final descent for landing are made. Final approach
may be made to a runway for a straight-in landing, or to an aerodrome for a visual circling
manoeuvre.

Types of final approach

The criteria for final approach vary according to the type. These types are:

a. non-precision approach (NPA) with FAF;
b. NPA without FAF;

c. APV; and

d. precision approach (PA).

4.4

4.5

5.1

5.1.1

5.1.2

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NON-PRECISION APPROACH (NPA) WITH FINAL APPROACH FIX

(FAF)

5.2.1 These procedures are designed for 2D approach operations Type A, but may be flown as
a 3D operation using the CDFA technique. For more information refer to Chapter 2 of this section.

FAF location

This segment begins at a facility or fix, called the FAF and ends at the MAPt (see Figure II-5-1-1).
The FAF is sited on the final approach track at a distance that permits selection of final approach
configuration, deceleration to final approach speed, and descent from intermediate approach alti-
tude/height to the appropriate MDA/H either for a straight in approach or for a visual circling
manoeuvre.

Descent gradient

5.2.3.1 Compatible with the primary safety consideration of obstacle clearance an NPA 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).
5.2.3.2 Information provided in approach charts displays the optimum constant approach slope.

FAF crossing

5.2.4.1 The FAF should be crossed at the prescribed procedure altitude/height in descent but in
all cases, not lower than the MCA associated with the FAF under international standard atmos-
phere (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 informa-
tion is available, descent profile information is provided.
5.2.4.2 In the event of an overshoot of the FAF, no descent below the MCA associated with the
FAF shall be initiated before the aircraft is established on the final approach course.

Step down fix (SDF)

5.2.5.1 An SDF may be incorporated in some non-precision approach procedures. In this case,
two OCA/H values are published:

a. a higher value applicable to the primary procedure; and
b. a lower value applicable only if the SDF is positively identified during the approach (see

Figure II-5-5-1).

5.2.5.2  In the case of a VOR/DME, several SDFs may be depicted, each with its associated
MCA.
5.2.5.3  For helicopter operations, rates of descent after crossing the FAF and any SDF should
be limited, so as not to penetrate the obstacle plane.
5.2.5.4  Where a step down procedure using a suitably located DME is published, the pilot shall
not begin descent until established on the specified track. Once established on track, descent

5.2

5.2.2

5.2.3

5.2.4

5.2.5

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shall be accomplished without descending below the published DME distance/height require-
ments.
5.2.5.5 Performance-based navigation (PBN) procedure SDFs. A PBN step down· fix is flown in
the same manner as a ground-based approach. Any required SDFs prior to the missed approach
waypoint will be identified by along-track distances.

NPA WITHOUT FAF

5.3.1  In the case of an aerodrome served by a single facility located on or near the aerodrome
where no other facility is suitably situated to form a FAF, a procedure may be designed where the
facility is both the IAF and the MAPt.
5.3.2  In the absence of a FAF, descent to MDA/H is made once the aircraft is established
inbound on the final approach track.
5.3.3  In procedures of this type, the final approach track may not be aligned on the runway
centre line. Whether OCA/H for straight-in approach limits is published or not depends on the
angular difference between the track and the runway, and position of the track with respect to the
runway threshold.

APV APPROACH PROCEDURES

5.4.1 These procedures are designed for 3D approach operations Type A. For more information
refer to Chapter 2 of this section.
5.4.2 Two types of APV approach procedures are considered:

a. procedures based on vertical guidance from Baro-VNAV systems; and
b. procedures based on SBAS vertical guidance.

APV/BARO-VNAV approach procedures

5.4.3.1  Baro-VNAV is a navigation system that presents to the pilot computed vertical guidance
referenced to a specified vertical path angle (VPA), nominally 3°.
5.4.3.2  APV/baro-VNAV approach procedures are classified as instrument approach procedures
in support of 3D approach operations. Such procedures use a DA/H charted as a lateral naviga-
tion/vertical navigation (LNAV/VNAV) line of minima. They should not be confused with classical
NPA procedures, which use an MDA/H below which the aircraft shall not descend.
5.4.3.3  APV/baro-VNAV approach procedures provide a greater margin of safety than non-pre-
cision approach procedures by providing for a guided, stabilized descent to landing. They are par-
ticularly relevant to large commercial jet transport aircraft, for which they are considered safer
than the alternative technique of an early descent to minimum altitudes. An independent altimeter
cross-check which is available for ILS, MLS, GLS, SBAS APV-I/CAT I is not available with APV/
baro-VNAV since the altimeter is also the source on which the vertical guidance is based. Mitiga-
tion of altimeter failures or incorrect settings shall be accomplished by means of standard operat-
ing procedures similar to those applied to non-precision approach procedures.
5.4.3.4  The inaccuracies inherent in barometric altimeters, combined with the certificated per-
formance of the specific PBN navigation specification used, make these procedures less accurate

5.3

5.4

5.4.3

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than precision approach systems; and the pilot should consider this possibility when making the
decision to land at DA/H.
5.4.3.5 The lateral portions of APV/baro-VNAV criteria are based on Advanced RNP, RNP
APCH or RNP AR APCH criteria. However, the FAF is not part of the APV/baro-VNAV procedure
and is replaced by a FAP. Similarly, the MAPt is replaced by an aircraft-category-dependent
DA/H. This is analogous to a precision approach.
5.4.3.6 The lowest published APV/baro-VNAV DH is 75 m (250 ft).

Temperature constraints

5.4.3.7.1 The pilot shall be responsible for any necessary cold temperature corrections to all
published minimum altitudes/heights. This includes:

a. the altitudes/heights for the initial and intermediate segment(s);
b. the DA/H or MDA/H; and

c. subsequent missed approach altitudes/heights.

5.4.3.7.2  Only the FAS VPA of the APV baro-VNAV procedure is safeguarded against the
effects of low temperature by the design of the procedure. The minimum temperature on the chart
relates to a minimum VPA of 2.5°, and the maximum temperature on the chart relates to a maxi-
mum VPA of 3.5°.
5.4.3.7.3  Baro-VNAV procedures are not permitted when the aerodrome temperature is below
the promulgated minimum aerodrome temperature for the procedure, unless the flight manage-
ment system (FMS) is equipped with approved automated cold temperature compensation for the
final approach.
5.4.3.7.4  The charted temperature range applies to the LNAV/VNAV minima only and does not
apply to other minima.
5.4.3.7.5  For aircraft with approved automated cold temperature compensation FMS systems,
the promulgated minimum temperature can be disregarded provided the actual temperature is
within the limits of the aircraft certification.
5.4.3.7.6  Below the equipment certified limiting temperature, an LNAV procedure may still be
used provided that such a procedure is promulgated for the approach and the appropriate cold
temperature altimeter correction is applied to all minimum promulgated altitudes/heights by the
pilot.
5.4.3.7.7  Procedure temperature restrictions do not apply when SBAS is used to fly LNAV/
VNAV procedures.
5.4.3.7.8  A VPA deviation table provides an aerodrome temperature with an associated true
VPA. This table is intended to advise the pilot that, although the non-temperature compensated
aircraft‘s avionics system may be indicating the promulgated final approach VPA, the actual VPA
is different from the information presented to them by the aircraft‘s avionics system. This table is
not intended to have the pilot adjust the VPA flown to achieve the actual promulgated VPA, nor is
it meant to affect those avionics systems that have a capacity to properly apply temperature com-
pensation to a baro-derived final approach VPA. To show the difference in the minimum tempera-

5.4.3.7

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ture application, examples of these tables for aerodrome elevations at mean sea level and at 6
000 feet are provided in Tables II-5-5-1 and II-5-5-2.

Table II-5-5-1 VPA deviations at MSL

Aerodrome temperature

Actual VPA

+30°C

3.2°

+15°C

3.0°

0°C

2.8°

-15°C

2.7°

-31°C

2.5°

Table II-5-5-2 VPA deviations at 6000 ft MSL

Aerodrome temperature

Actual VPA

+22°C

3.2°

+3°C

3.0°

-20°C

2.7°

-30°C

2.6°

-43°C

2.5°

NOTE: Values presented in Tables II-5-5-1 and II-5-5-2 are not representative of actual values
that may be calculated for a particular aerodrome.
5.4.3.7.9 Some baro-VNAV systems have the capability to correctly compensate for the temper-
ature effects on the VPA of an instrument approach procedure following an input of the aero-
drome (altimeter source) temperature by the pilot. A pilot operating aircraft with this feature active
can expect that the angle displayed will be the corrected VPA, thus the VPA deviation table is not
applicable.

Altimeter setting

Baro-VNAV approach operations shall only be flown with a current local altimeter setting source
available and the QNH/QFE, as appropriate, set on the aircraft’s altimeter. Remote altimeter set-
tings are not approved for this type of operation.

Vertical guidance sensitivity

5.4.3.9.1 Cockpit displays showing vertical path deviation shall be suitably located and have suf-
ficient sensitivity to enable the pilot to limit vertical path excursions to less than ±22 m (±75 ft).
5.4.3.9.2 Where equipment does not meet these criteria, an operational assessment and spe-
cific flight crew procedure may be required for the approval of baro-VNAV operations. This may

5.4.3.8

5.4.3.9

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include requirements for the availability and use of a flight director or autopilot system coupled to
the vertical guidance.

SBAS approach procedures

5.4.4.1 These procedures are designed for the following types of operations:

a. 2D approach operation type A: LP minima;
b. 3D approach operation type A: LPV minima (APV); and

c. 3D approach operation type A or B: LPV minima (CAT I).

5.4.4.2  SBAS equipment may be used to operate on procedures based on baro-VNAV criteria.
In such cases, published temperature restrictions for barometric VNAV procedures do not apply.
5.4.4.3  The charted minima lines associated with SBAS APV-I or CAT I performance levels are
labelled “LPV” (localizer performance with vertical guidance). This labelling indicates that the lat-
eral performance is equivalent to an ILS localizer lateral performance. The charted lines of
minima for an SBAS 2D approach operation are labelled “LP”.
5.4.4.4  The term APV-I refers to a performance level of GNSS approach and landing operations
with vertical guidance, and this term is not intended to be used for charting.

PRECISION APPROACH

5.5.1 These procedures are designed for 3D approach operations and may be classified as
either Type A or Type B, depending on the DA/H in use. For more information refer to Chapter 2
of this section.

Final approach point (FAP)

The FAS begins at the FAP. This is a point in space on the final approach track where the inter-
mediate approach altitude/height intercepts the nominal glide path of the ILS, GLS or SBAS CAT
I, or the MLS elevation angle.

Final approach length

The intermediate approach altitude/height generally intercepts the glide path of the ILS, GLS or
SBAS CAT I, or the MLS elevation angle, at heights from 300 m (1000 ft) to 900 m (3000 ft)
above runway elevation.

Outer marker/DME fix/waypoint

5.5.4.1 The final approach area contains a fix, waypoint or facility that permits verification of the
ILS, GLS or SBAS CAT I glide path or MLS elevation angle/altimeter relationship. The outer
marker, waypoint or equivalent DME fix is normally used for this purpose. Prior to crossing the
outer marker, waypoint or DME fix, descent may be made on the ILS, GLS or SBAS CAT I glide
path or MLS elevation angle to the altitude/height of the published outer marker, waypoint or DME
fix crossing altitude/height.

5.4.4

5.5

5.5.2

5.5.3

5.5.4

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5.5.4.2 Descent below the fix crossing altitude/height should not be made prior to crossing the
outer marker, waypoint or DME fix. Allowance should be made for non-ISA conditions (see PANS-
OPS, Volume III).
NOTE: Pressure altimeters are calibrated to indicate true altitude under ISA conditions. Any devi-
ation from ISA will therefore result in an erroneous reading on the altimeter. If the temperature is
higher than ISA, then the true altitude will be higher than the figure indicated by the altimeter.
Similarly, the true altitude will be lower when the temperature is lower than ISA. The altimeter
error may be significant in extremely cold temperatures.
5.5.4.3 In the event of loss of ILS, GLS or SBAS CAT I glide path or MLS elevation angle guid-
ance during the approach, the procedure may become a non-precision approach. The OCA/H and
associated procedure published for the glide path/MLS elevation angle inoperative case will then
apply.

PRECISION APPROACH GLIDE PATH ANGLE/ELEVATION ANGLE

For ILS/MLS/GLS the following minimum, optimum and maximum glide path angles/elevation
angles are established:

minimum:

-2.5°

optimum:

-3°

maximum:

3.5° (3° for CAT II/III operations)

DETERMINATION OF DECISION ALTITUDE (DA) OR DECISION

HEIGHT (DH)

5.7.1  In addition to the physical characteristics of the ILS/MLS/GBAS installation, or SBAS CAT
I procedure design, obstacles both in the approach and in the missed approach areas are consid-
ered 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 rela-
ted allowance.
5.7.2  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 IAC for those categories of aircraft for
which the procedure is designed.
5.7.3  Additional factors, including those in Annex 6, Part I, Chapter 4, 4.2.8, are considered by
the operator and are applied to the OCA/H. This results in the DA/H value.
5.7.4  Height loss margins. Table II-5-5-3 shows the allowance used by the procedures specialist
for vertical displacement during initiation of a missed approach. It takes into account the type of
altimeter used and the height loss due to aircraft characteristics. It should be recognized that no
allowance has been included in the table for any abnormal meteorological conditions; for exam-
ple, wind shear and turbulence.

5.6

5.7

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5.7.4.1 Height loss is a function of speed; therefore, Table II-5-5-3 shows the calculation only for
a reference speed, which is the upper limit of each category. This provides a conservative figure
that can be used in all cases.
5.7.4.2 If a height loss/altimeter margin is required for a specific V

, the following formulae

apply:

Use of radio altimeter

Use of pressure altimeter

Margin = (0.096 V

– 3.2) metres where V

km/h
Margin = (0.177 V

– 3.2) metres where V

Margin = (0.068 V

+28.3) metres where V

km/h
Margin = (0.125 V

+ 28.3) metres where V

Non-standard procedures

5.7.5.1  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 multiple additional factors.
5.7.5.2  Non-standard procedures are normally restricted to specifically approved operators and
aircraft, and are promulgated with appropriate aircraft and crew restrictions annotated on the
approach chart.
5.7.5.3  Consideration shall also be given to operational factors including configuration, engine-
out operation, maximum tailwind/minimum headwind limits, weather minima, visual aids and crew
qualifications.

Protection of the precision segment

5.7.6.1  Descent on the ILS/GLS/SBAS/CAT I glide path angle, the APV vertical path or the MLS
elevation angle shall never be initiated until the aircraft is within the tracking tolerance of the local-
izer/azimuth/final approach course due to the narrower protection area.
5.7.6.2  To remain within the protection area, the pilot should not deviate from the centre line
more than halfscale deflection after being established on track. Thereafter, the aircraft should
adhere to the on-course, on-glide path/elevation angle position to ensure there is no loss of pro-
tection from obstacles.
5.7.7  Operators shall consider weight, altitude and temperature limitations and wind velocity
when determining the DA/H for a missed approach, since the OCA/H might be based on an
obstacle in the missed approach area and since advantage may be taken of variable missed
approach climb performances.

Table II-5-5-3. Height loss/altimeter margin for maximum V

by aircraft category

Aircraft category (maxi-

mum V

)

Margin using radio altimeter

Margin using pressure altime-

ter

Metres

Feet

Metres

Feet

5.7.5

5.7.6

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Table II-5-5-3. Height loss/altimeter margin for maximum Vat by aircraft category (contin-

ued)

A — 169 km/h (90 kt)

130

B — 223 km/h (120 kt)

142

C — 260 km/h (140 kt)

150

D — 306 km/h (165 kt)

161

H — 167 km/h (90 kt)

115

NOTE 1: Cat H speed is the maximum final approach speed, not V

NOTE 2: Since height loss varies with speed, the table shows only the calculation for a reference
speed, which is the upper limit for each category.

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VISUAL MANOEUVRING (CIRCLING)

PURPOSE

6.1.1 Visual manoeuvring (circling) is the term used to describe the phase of flight after an
instrument approach has been completed. It brings the aircraft into position for landing on a
runway which is not suitably located for straight-in approach, i.e. one where the criteria for align-
ment or descent gradient cannot be met.
6.1.2 Circling procedures are not promulgated for helicopters; however, this does not preclude a
helicopter from flying a circling procedure if desired. The helicopter pilot shall conduct visual
manoeuvres in adequate meteorological conditions to see and avoid obstacles in the vicinity of
the final approach course for Category A or H procedures. However, the pilot shall be alert to any
operational notes regarding air traffic services (ATS) requirements while manoeuvring to land.

VISUAL FLIGHT MANOEUVRE

6.2.1 A circling approach is a visual flight manoeuvre. Each circling situation is different because
of variables such as runway layout, final approach track, wind velocity and meteorological condi-
tions. Therefore, there can be no single procedure designed that will cater for conducting a cir-
cling approach in every situation.
6.2.2 After initial visual contact, the runway environment should be kept in sight while the aircraft
is kept within the visual manoeuvring area, arid not below the MDA/H for circling. The runway
environment includes features such as the runway threshold or approach lighting aids or other
markings identifiable with the runway.

PROTECTION

The visual manoeuvring area

The visual manoeuvring area for a circling approach is determined by drawing arcs centred on
each runway threshold and joining those arcs with tangent lines (see Figure II-5-6-1).

Obstacle clearance

When the visual manoeuvring (circling) area has been established, the OCA/H is determined for
each category of aircraft (see Table II-5-6-1).
NOTE: The information in Table II-5-6-1 should not be construed as operating minima.

Minimum descent altitude/height (MDA/H)

When the OCA/H is established, an MDA/H is also specified to allow for operational considera-
tions. Descent below MDA/H should not be made until:

a. required visual reference has been established and can be maintained throughout the

manoeuvre;

b. the pilot has the landing threshold in sight; and

c. the required obstacle clearance can be maintained and the aircraft is in a position to carry

out a landing using normal rates of descent and angles of bank.

6.1

6.2

6.3

6.3.1

6.3.2

6.3.3

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Visual manoeuvring (circling) area exclusions

6.3.4.1 A sector in the circling area where a prominent obstacle exists may be ignored for
OCA/H calculations if it is outside the final approach and missed approach areas for the instru-
ment approach. This sector is bounded by the dimensions of Annex 14, Volume I, instrument
approach surfaces (see Figure II-5-6-2).
6.3.4.2 When this option is exercised, the published procedure prohibits circling within the entire
sector in which the obstacle is located (see Figure II-5-6-2).

MISSED APPROACH PROCEDURE WHILE CIRCLING

6.4.1 If visual reference is lost while circling to land from an instrument approach, the missed
approach specified for that particular procedure shall be followed. The transition from the visual
(circling) manoeuvre to the missed approach should be initiated by a climbing turn, within the cir-
cling area, towards the landing runway, to return to the circling altitude or higher, immediately fol-
lowed by interception and execution of the missed approach procedure. The indicated airspeed
during these manoeuvres shall not exceed the maximum indicated airspeed associated with
visual manoeuvring.
6.4.2 The circling manoeuvre may be carried out in more than one direction. For this reason, dif-
ferent patterns are required to establish the aircraft on the prescribed missed approach course
depending on its position at the time visual reference is lost.

VISUAL MANOEUVRING USING PRESCRIBED TRACK

General

6.5.1.1  In those locations where clearly defined visual features permit (and if it is operationally
desirable), a State may prescribe a specific track for visual manoeuvring in addition to the circling
area.
6.5.1.2  Since visual manoeuvring with a prescribed track is intended for use where specific ter-
rain features warrant such a procedure, the pilot shall be familiar with the terrain and visual cues
to be used in weather conditions above the aerodrome operating minima prescribed for this pro-
cedure.
6.5.1.3  This procedure is based on the aircraft speed category. It is published on a special chart
on which the visual features used to define the track, or other characteristic features near the
track, are shown.
6.5.1.4  Note that in this procedure:

a. navigation is primarily by visual reference and any supplemental navigation information pre-

sented is advisory only; and

b. the missed approach for the normal instrument procedure applies, but the prescribed tracks

provide for manoeuvring to allow for a go-around and to achieve a safe altitude/height there-
after joining the downwind leg of the prescribed track procedure or the instrument missed
approach trajectory).

6.3.4

6.4

6.5

6.5.1

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Standard track (general case)

6.5.2.1 Figure II-5-6-3 shows a standard track general case.
6.5.2.2 The direction and the length of each segment are defined. If a speed restriction is pre-
scribed, it is published on the chart.

Minimum obstacle clearance (MOC) and obstacle clearance altitude/height
(OCA/H)

The OCA/H for visual manoeuvring on prescribed tracks provides the MOC over the highest
obstacle within the prescribed track area and is not less than the OCA/H calculated for the instru-
ment approach procedure which leads to the visual manoeuvre.

Visual aids

Visual aids associated with the runway used for the prescribed track (sequenced flashing lights,
PAPI, VASIS, etc.) are shown on the chart with their main characteristics (i.e. slope of the PAPI or
VASIS). Lighting on obstacles is specified on the chart.

Table II-5-6-1. OCA/H for visual manoeuvring (circling) approach

Aircraft category

Obstacle clearance m

(ft)

Lowest OCH above

aerodrome elevation

m (ft)

Minimum visibility

km (NM)

90 (295)

120 (394)

1.9 (1.0)

90 (295)

150 (492)

2.8 (1.5)

120 (394)

180 (591)

3.7 (2.0)

120 (394)

210 (689)

4.6 (2.5)

150 (492)

240 (787)

6.5 (3.5)

6.5.2

6.5.3

6.5.4

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Figure II-5-6-3. Standard track general case

MISSED APPROACH

GENERAL

7.1.1  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 and final). (See Figure II-5-7-1.)
7.1.2  Only one missed approach procedure is established for each instrument approach proce-
dure. It is designed to provide protection from obstacles throughout the missed approach
manoeuvre. It specifies a point where the missed approach begins, and a point or an altitude/
height where it ends.
7.1.3  The missed approach should be initiated at the DA/H on a 3D approach operation if the
required visual reference to continue the approach has not been established.
7.1.4  On a 2D approach operation, descent shall not be made below the MDA or MDH without
the required visual reference. The pilot should be aware that no obstacle or terrain protection is
provided when descending below MDA/H during the execution of the approach or missed
approach.
7.1.5  The MAPt in a procedure may be defined by:

7.1

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a. the point of intersection of a glide path with the applicable DA/H in APV or precision

approaches; or

b. a navigation facility, a fix, a waypoint or a specified distance from the FAF in non-precision

approaches. For PBN non-precision approach procedures, the MAPt waypoint is normally
located at the landing runway threshold (LTP). However, for offset procedures and other pro-
cedures where the MAPt is not located at the LTP, it is located at the fictitious threshold point
(FTP).

7.1.6 When the MAPt is defined by a navigation facility, a waypoint or a fix, the distance from
the FAF to the MAPt is normally published as well, and may be used for timing to the MAPt. In all
cases where timing may not be used, the procedure is annotated “timing not authorized for defin-
ing the MAPt”.
7.1.7 If upon reaching the MAPt the required visual reference is not established, the procedure
requires that a missed approach be initiated at once in order to maintain protection from obsta-
cles.

Missed approach tracking requirements

7.1.8.1  Unless a greater priority exists, the pilot shall fly the missed approach procedure as pub-
lished.
7.1.8.2  If upon reaching the MAPt the required visual reference is not established, the pilot shall
initiate a missed approach immediately in order to maintain protection from obstacles.
7.1.8.3  If a missed approach is initiated before arriving at the MAPt, the pilot should continue the
lateral tracking of the approach being conducted until reaching the MAPt, then follow the missed
approach procedure as published in order to remain within the protected airspace. This does not
preclude flying over the MAPt at an altitude/height greater than that required by the procedure.
7.1.8.4  When the first requirement of a missed approach procedure is defined by an altitude/
height, additional protection is provided for the safeguarding of early turns, should they be opera-
tionally required. When an early turn is not possible, the approach chart will specify the earliest
point (DME, MAPt or equivalent point) at which turns can be made.

Missed approach gradient

7.1.9.1  Normal missed approach procedures are based on a minimum climb gradient of 2.5 per
cent (4.2 per cent CAT H). 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 per-
mits an operational advantage to be thus obtained.
7.1.9.2  When a gradient other than 2.5 per cent is used, this is indicated on the IAC. In addition
to the OCA/H for the non-standard gradient, the OCA/H applicable to the nominal 2.5 per cent
gradient will also be shown.
7.1.9.3  The pilot should be aware that a missed approach procedure which is based on the
nominal climb gradient of 2.5 per cent or greater cannot be used by all aircraft when operating at
high gross mass and non-normal configurations, including engine-out conditions. The operation of

7.1.8

7.1.9

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JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21) - page 32