The following are a collection of questions and answers which you may find useful when designing a new IFP or changing an existing one:
Designs will be to PANS-OPS standard speeds as stated in ICAO Doc 8168 Part 1, Section 4, Chapter 1 Table I-4-1-2, where this cannot be achieved the restricted speed is to be annotated on the AIP chart for the appropriate segment or entire procedure.
Use ICAO Doc 8168, Part 1, Section 2, Chapter 3, Table I-2-3-1, substituting UK Wind (40kts + height in thousands of feet) for ICAO standard wind for designs up to and including 10000ft.
It is not necessary to have an AIP ready chart for approval submission. It does though, greatly aid cartography if the draft is of similar layout to the UK AIP format.
US National Oceanic & Atmospheric Administration (NOAA) value specific to the aerodrome lat/long for the time of design or forecast promulgation date. Alternatively, the magnetic variation value can be confirmed with NATS AIS.
Maximum file size from an external organisation is 10Mb
The design package for IFP approvals is dependent on the APD QMS. However, where an AutoCad drawing is submitted then for the moment a 2010 format DWG file is required.
The RCF procedure where provided will be in textual form only. For RNAV procedures the RCF is not coded into the navigational database.
A 5-yearly periodic review of IAPs would not normally necessitate a flight validation. However, if significant changes are introduced into the IAPs during the review process then this requirement will be assessed on a case by case basis by the CAA IFP Section.
SRAs shall be designed to a minimum of 3° with ranges published relative to touchdown assuming a 15m (50ft) height at the runway threshold. Exceptionally, where local constraints dictate, ranges will be notified as being published from threshold.
AIP GEN 1-7 Doc 8168 UK Addition 6.6 refers.
The Final Approach Segment splays at 15° from the earliest fix tolerance of the RTR as this is the point where course guidance stops.
Derive the MSA for each facility used and then combine each specific sector using the highest calculated value. On the individual chart use the combined values but reference the MSA to the primary facility used for that individual instrument flight procedure
Calculate the exact altitude then round to the nearest 10ft. To calculate the height, subtract THR elevation from the rounded altitude. This height figure is not rounded.
Non-precision approach vertical datum is always THR elevation.
It is the CAA's opinion that 'SOC refinement' and secondary dispensation cannot be both applied at the same time.
A step-down fix should only be included in an instrument flight procedure when a minimum of 50ft benefit can be achieved in the calculated OCA/H
The actual MOCA is published on the profile in the grey box prior to the SDF. In addition the recommended altitude at the SDF is published in the Recommended Profile boxes.
The protection areas should always constructed to ensure that there is always something to base future enquiries on. Whilst it may not be necessary to conduct an obstacle analysis in this situation issues of airspace containment and future safeguarding questions can only be accurately assessed if the protection areas are constructed accurately.
When the hold is being used as a hold the areas will be calculated by using the hold criteria with buffers, when the hold is extended, the racetrack criteria should be used with the use of primary and secondary areas.
To facilitate continued use of the ILS/DME procedure when the DME fails, practice has evolved in which the local Air Traffic Services Unit (ATSU) passes an equivalent radar range to threshold to the pilot. This can only be done where the local ATSU has formally agreed and is able to pass such ranges.
This will be notified on the appropriate IAP chart in the following format:
AIRCRAFT UNABLE TO RECEIVE DME I-XX: Advise ATC. ATC will pass an equivalent position at X.X and Y.Y NM outbound and 4NM inbound.
When RNAV IAPs were first introduced in the UK it was felt that the inclusion of the above data was a useful gross error check for pilots before commencing the procedure. Now with the programmed removal of many conventional navigation aids and the demonstrated accuracy and integrity of the GNSS system the CAA feels that it is appropriate that the requirement for the extra data should now be removed.
This also allows for the removal of all conventional navaid data from the RNAV charts unless there is an on-going requirement for a conventional Missed Approach Procedure.
Where the FPAP is a surveyed location (e.g. LOC or ASDA_END) then the elevation from the survey in metres rounded to the nearest 0.1m. Where it is calculated then the closest surveyed ground point elevation should be used.
The EUROCONTROL SBAS FAS Data Block Tool now provides the facility to output a pdf page of results which can be supplied to AIS along with the draft chart and coding tables for the procedure.
The length used should be consistent with the procedure altitude and profile required. In many cases the WP can be placed to facilitate the exact distance required. The lengths of the segments do not need to be divisible by 0.1nm in the design process but should be charted with lengths rounded to the nearest 0.1nm
The position of the FPAP should be such that the LTP/GARP distance is at least 2000m. On short runways the FPAP needs to be situated beyond the end of the runway to maintain the relationship of 105m course width at LTP with the max angle of full scale deflection of 3° (see Doc 8168 III-2-6-App A-4 Explanation of FAS Data Block Entries paras 3I and m). When this methodology is used there will be a “D length offset” that has to be completed in the FAS Data Block fields. See also Annex 10, Vol 1, ATT d-62, Fig D-6.
There is a known issue with RNAV coding whereby if a direct to fix path terminator is used to define a free turn back through 180° some aircraft systems will turn the shortest way irrespective of which direction is specified. In crosswind situations the shortest way may be the wrong way. Therefore a Missed Approach design utilising at least two waypoints is required.
The 'range method' classification from ICAO PANS-OPS III-3-126.96.36.199.2 is the only option currently approved by the UK CAA.
In most cases the answer will be yes. However, in the case of a short runway this will need to be discussed as the FPAP will be placed such that the LTP to GARP distance is at least 2000m.
In the UK for all SIDs there is a requirement for “No turns below 500ft QFE”. In general if the early turn point for the first waypoint is before the point at which an aircraft would reach 500ft AAL following a 3.3% climb gradient from 5m above DER then a CA leg would be required.
Read all @UK_CAA
UK Civil Aviation Authority launches consultation on Gatwick Airport Limited’s commitments
22 October, 2020
New Head of Flight Operations Announced
12 October, 2020
UK Civil Aviation Authority launches consultation on Heathrow Airport Limited’s request for RAB readjustment
9 October, 2020
Read all News
Girls in aviation day
22 October, 2018
Tackling crime and improving safety
4 October, 2018
International women in engineering day
22 June, 2017
Read All Blogs